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The Scientific American 
Handbook of Travel 

With Hints for the Ocean Voyage, 
for European Tours and a Practical 
Guide to London and Paris 




Compiled and Edited by 

Albert A. Hopkins 

Editor of The Scientific 
American Reference Book 

500 Illustrations 



New York ®$vmn & Co., 3fnc, {BuMttfiet* 1910 



Copyright 1910 
By MUNN & CO., Inc. 

Matter Copyright 
1902, 1903, 1904, 1905, 1906, 190T, 1908, 1909 
by Munn & Co. 



All Rights Reserved 

Right of Translation Reserved 
Into all Languages including the Scandinavian 



CCU2612 16 



" <©o, little boofc, <©ob jftnb tiiee goob parage, 
2Cnb e^peciaflp let tb# be tbp praper 
Santo tbem all tbat tbee toffl teab or beat, 
^ben tbou art tttong, aftet tbeit belp to ca«, 
(fbee to eottect in anp part ot a«." 



PREFACE 



THERE are no conditions of travel in which a few general hint 
as to how to adjust one's self to surroundings can prove s< 
useful as on a sea voyage, and it is with the object of preparing th 
traveler for his trip by telling him how to go, how much it will cost 
how to amuse himself, and what to do on arrival at the covete( 
shore, that this book has been written. The writer believes tha 
by giving just that sort of information which he himself and other 
of his acquaintance have wanted to know on various trans-Atlantr 
voyages, he cannot fail to meet pretty closely the needs of thi 
average voyager. The writer also hopes that the informatioi 
contained in this volume will be augmented in subsequent edition 
by the voluntary experience of its readers, — an addition whicl 
cannot fail to greatly increase the value of the book. 

It may interest the reader to know that many hundreds o 
pamphlets, issued by various transportation companies throughou 
the world, were thrown into the alembic which produced this slende: 
volume — a fact which will give the reader some idea of the dimcultief 
which are entailed in editing a work of this character. Withir 
the last two or three years steamship and railway companies 
have done much to annihilate space; it is now possible to mak( 
a complete circuit of the earth in 38 days, or less than one-half th( 
proverbial 80 days of Jules Verne. The trip has been made fron 
London to San Francisco in something less than ten days. It is 
possible to leave New York Wednesday morning and reach Londor 
Monday night in time to connect with trains which land -passengers 
in Paris very early on Tuesday morning. All of this represents sub- 
stantial progress in transportation. All of these matters are re- 
ferred to in the appropriate sections of this book. It is too early as 
yet to prophesy what may be done in aerial transportation of pas- 
sengers, but from the various schemes which have been proposed 
and almost carried out, it is possible that the next five years may 
see important developments along this line. 



The Editor disclaims any responsibility for changes in times 
or rates. These are published in good faith for what they are worth, 
and the traveler is requested to write freely to the Editor regarding 
any statements which his experience may have shown to be in- 
accurate. 

The Editor's gratitude is due to Mr. E. Justice, of the North 
German Lloyd Steamship Company, for much painstaking care and 
a careful reading of the proof, and to Mr. L. Weickum, of the Ham- 
burg-American Steamship Company, for much help of the same 
character, and to both gentlemen for the use of superb collections 
of steamship pictures numbering thousands. Special photographs 
have been freely used without reference to whether the names of 
lines were mentioned or not, the sole effort being to show what a 
"Safer Sea" we navigate in. The present volume would appear dry 
without this aid. Mr. David Lindsay, of the International Mer- 
cantile Marine Company, has also furnished photographs, valuable 
tables, traveler's vocabulary, etc. Beyond this, the steamship 
companies have been apathetic, showing a lack of appreciation of 
publicity which is most extraordinary to the trained newspaper man. 
One company never even replied to repeated and courteous letters 
requesting information. Nevertheless, all have been treated im- 
partially. The American Express Company, The International 
Sleeping Car Company, Thomas Cook & Son, have also co-operated 
and the Editor can commend their absolutely reliable services. No 
advertisements of any description are permitted in this edition in 
order to avoid even any suspicion of influence for editorial mention. 
Names are only mentioned in the text in the interest of the traveler. 
The references to specific lines or boats have been rendered as color- 
less as truth would permit. 

To Mr. A. R. Bond of the Editorial Staff of the Scientific 
American, the writer is indebted for the valuable article on "Time," 
also for the preparation of the article on the "Ocean, Navigation, 
Etc." Much valuable information along these lines has been ab- 
stracted from the Encyclopedia Americana, for which our thanks 
are due. For revision of sections of the work thanks are also ten- 
dered to three or four score officials who have donated their work 
under the signature of the impersonal company. 

The writer is also indebted to Miss Julia E. Elliott for valuable 
assistance in collating and editing; to Mr. N. L. Stebbins, for views 
of lightships, lighthouses, etc. References to books are credited in 



the text, particularly to the valuable book by Howden. For words 
and music of national anthems the writer is indebted to Charles H. 
Ditson & Co. and the Macmillan Co.; for statistical matter, to the 
New York World and the Brooklyn Eagle Almanac. 

In closing, the hope is expressed that this little book will make 
some of the hours of the trip more interesting, and that the informa- 
tion concerning Europe will prove of value, particularly as regards 
economical travel. The section relating to London is by a trained 
correspondent of the Scientific Amekican, who is fully competent 
to treat of his subject, as the writer can testify by a recent visit to 
that city. The notes on Paris and Berlin are the results of recent 
visits to these capitals, supplemented in the case of Paris, by the 
notes of our Paris correspondent. 

A. A. H. 

New York, N. Y., April 15, 1910 



CONTENTS 



Planning the Trip 1 

The Voyage % 

The Ship 136 

Ocean and Navigation 175 

Statistical Information 217 

The Arrival 269 

Railways 295 

Tours 331 

Hotels 366 

Practical Guide to London 435 

Practical Guide to Paris - 469 

Bibliography 489 

Selected Motor and Cycle Tours 495 

Index 501 

9 



PLANNING THE TRIP 



SEASON AND ClilMATE 



Some parts of Europe are available 
for tourist purposes at all times of the 
year. Switzerland has its winter 
sports in winter, while in summer it is 
the great playground of Europe. The 
summer is preferred by many travel- 
ers, as then England, Ireland and 
Scotland are at their best, and France, 
Belgium, Holland and Germany are 



whose temperature is many degrees 
cooler than the outside air. Rome can 
be visited with impunity at any sea- 
son of the year, but at night walks 
near the Tiber or Colosseum should 
be avoided. A few grains of quinine 
will usually drive away any feeling of 
fever. The water in Rome is excel- 
lent. There are many resorts along 




The end of pier from the deck 



also most attractive. It is a mistake 
to think that Italy cannot be visited 
in summer, as many thousands go 
there each year during the hottest 
season. If reasonable care is used to 
avoid the heat of the day between 
twelve and two, there is little danger 
to health. The time during these 
hours can be spent in the galleries 



the Italian shore such as the Viareg- 
gio, which are at their best in the 
early spring — April, May or June. 
The Italian lakes are particularly de- 
lightful in July and August. Venice 
is not always as pleasant as it might 
be in the summer, as the motion of 
the tide in the canals is not always 
sufficient to render them entirely odor- 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



less. Holland can be visited at any 
time of the year, as can also Belgium, 
France and Germany. Spain is apt to 
be very hot in summer and should be 
avoided if possible. Russia is delight- 
ful in summer, but owing to the great 
expense of reaching it the number of 
tourists is limited. All visitors to 
Russia must have a passport which 
must be viseed by the nearest Russian 
Consul before leaving the United 
States. This is absolutely essential. 
Travelers who are going to make a 
trip around the world usually leave 
New York in September if they travel 
by way of San Francisco. Norway 



order to benefit their health. People 
who are ill or who are not very strong 
still stick to the sea as a rest and air 
cure. They select the more comforta- 
ble liners, however, as the care and 
attention which they receive seldom 
fails to benefit their health. After 
fighting the sea and its terrors for 
thousands of years, man has at last 
succeeded in conquering the sea, this 
wildest and most unruly of Nature's 
children. Against the modern iron or 
steel ship, which is equipped with 
every measure of protection that 
science and engineering can devise, 
the sea is almost powerless. Smaller 




AU REVOIR— WARPING OUT 



and Sweden and Denmark should be 
visited in summer only. Austria is 
best visited in the spring and fall. 
The Mediterranean ports, particularly 
the Riviera, are crowded with winter 
residents. Monte Carlo is perhaps the 
most beautiful point on the Riviera. 
Algeria and Morocco and Tunis all 
have their share of winter^ visitors, 
while the Holy Land and Egypt are 
visited by many thousands. The great 
steamship linos run each winter 
specially conducted tours to Egypt 
and the Holy Land, reducing the cost 
of transportation very materially. 

Formerly many persons took poor 
accommodations on sailing ships in 



vessels and sailing craft still feel its 
fury occasionally, it is true, but the 
enormous ships of the present day 
forge their way through the mighty 
ocean at high speeds. 

Men of science have studied and 
analyzed the curative powers of the 
sea and have awakened an understand- 
ing and appreciation of these qualities 
in ever widening circles of humanity. 
Increasing interest is taken by the 
medical world and the general public 
as to sea trips as a curative remedy, 
which is due to a large extent to the 
improvements introduced in naviga- 
tion of late years. The accounts of 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



the dangers of ocean trips in former 
times, the primitive and unhealthy ac- 
commodations, and insufficient cater- 
ing on board of ships of earlier pe- 
riods are very disquieting to intend- 
ing travelers. This has now, however, 
all been done away with, so that the 
modern steamers of to-day have so 
many safety devices, and the perfec- 
tion of the instruments for the navi- 
gation of the ship, and the reliability 
of the charts, the number of light- 
houses, have been brought to so per- 
fect a standard that a voyage on a 
modern steamer entails less danger 




THE NEW 
The lookouts in their eyrie sweep the horizon 
for signs of danger. 

than a journey by train. The old foul- 
smelling state-rooms of thirty years 
ago have given place to clean, spa- 
cious, splendidly ventilated rooms 
where there is not a suspicion of an 
odor of any description, even in in- 
side rooms on the lower decks. Su- 
perior methods of keeping food have 
resulted in catering which is equal to 
that of the very finest hotels. The sea 
air is most invigorating, especially for 
those suffering from insomnia and 
nervous troubles. The abundance of 
sunshine, especially on the Southern 
seas, in the Mediterranean and Adri- 



atic, exerts a beneficial influence on 
the metabolic assimilation and the for- 
mation of the blood. Taking it all in 
all, sea trips are very strongly recom- 
mended as important hygienic factors, 
and the development of all that con- 
tributes to their facilitation should be 
greatly appreciated, especially by the 
medical profession. It should be re- 
membered that the air of the high 
seas is the purest of all, and that there 
is an entire absence of dust and germs. 
It has been proved that at a distance 
of seven and a half miles from land 
there was only one germ for 40 litres 





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THE OLD 

The old-time sailor spent much time 
aloft setting sails 

of sea air, and at a distance of thirty 
miles, only one germ for 1522 litres of 
sea air, and beyond that limit the air 
was practically germless. It also 
follows from these investigations that 
a complete absence of dust and germs 
by no means prevails on the coast, as 
is generally assumed. The invigorat- 
ing effect of the ocean climate is based 
upon a good many qualities which vary 
not only according to the locality of 
the particular sea and the season of 
the year, but also have a different ef- 
fect upon people according to their 
particular constitution. There is 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



above all the great quantity of mois- 
ture in' the sea air which facilitates 
breathing, and secondly the density of 
the atmosphere which acts upon the 
body like a permanent bath. It is a 
well-known fact that very dry air irri- 
tates the respiratory organs and 
causes inflammation of the same, and 
that on the other hand, extremely 
moist air gives rise to heavy breath- 
ing, whereas if a normal quantity of 
vapor is contained in the air, breath- 
ing becomes easy. The sea air con- 
tains a considerable percentage of salt, 
also some iodine and bromine, and a 
large percentage of ozone. 

A sea trip is especially recom- 
mended for diseases of the respiratory 
organs, i. e., chronic catarrhs of the 
mucous membranes of the mouth, the 
nose, the pharynx, the larynx, the 
bronchia and the lungs. In the fresh 
sea air the diseased organs can recu- 
perate and recover better than any- 
where on land. Those suffering from 
tuberculosis, however, are warned by 
most physicians against trying a sea 
trip. The best authorities recommend 
prolonged sea trips only in cases where 
there is only a danger of tuberculosis 
or where the disease has come to a 
standstill and the patient is otherwise 
strong enough to make a sea trip. We 
have already referred to the benefit 
which a sea voyage gives in nervous 
affections. The calming influence 
which is exerted on the patient by the 
view, the feeling of absolute retire- 
ment and forced absence from busi- 
ness worries, is practically a cure for 
a whole multitude of nervous com- 
plaints. 

Those who suffer with diseases of 
the heart were formerly warned by 



their physicians against making sea 
voyages, but according to recent ex- 
perience, the sea trip cure is recom- 
mended for a number of diseases of 
the heart, particularly for those who 
suffer from a so-called heart neuro- 
sis, also from weakness of the cardiac 
muscle and valvular defects. Sea 
trips are also recommended for pa- 
tients recovering from typhoid fever, 
scarlet fever, measles, puerperal fever, 
pleurisy, inflammation of the lungs, 
malaria, and in fact for all persons 
who are weak and anaemic. Any rep- 
utable physician is qualified to give' 
advice on the subject of sea cures, and 
any special" treatments which should 
be taken. There is so much excite- 
ment and so much going on on the ten 
or a dozen largest crack steamers that 
those who are ill should select a 
smaller boat during the rush season. 
A boat taking two or three days 
longer will only increase the pleasure 
and the benefit of the trip. 



Go abroad with shoes in perfect 
condition. Repairs are apt to be 
astonishing, and soles made of paper 
instead of leather are not unknown. 

Take a new pair of rubbers. They are 
sometimes difficult to obtain abroad 
and are expensive. Remember that rain 
must always be expected in England. 
You are safe in carrying an umbrella 
everywhere. English umbrellas are 
expensive and heavy. Do not buy 
them as presents to take home. Rain 
coats are good and cheap in England. 
Be sure that you buy of a good house. 
The ordinary "mackintosh" as worn 
in England does not stand our climate. 
Select dark colors always. 



THERMOMETER SCALES. 



Much annoyance is caused by the 
great difference of thermometer scales 
in use in the different civilized coun- 
tries.. The scale of Reaumur prevails 
in Germany. As is well known, he di- 
vides the space between the freezing 
and boiling points into 80 deg. France 
uses that of Celsius, who graduated 
his scale on the decimal system. The 
most peculiar scale of all, however, is 
that of Fahrenheit, a renowned Ger- 
man physicist, who in 1714 or 1715, 
composed his scale, having ascertained 
that water can be cooled under the 
freezing point, without congealing. He 
therefore did not take the congealing 
noint of water, but composed a mix- 



ture of equal parts of snow and sal 
ammoniac, about — 14 deg. R. The 
conversion of any one of these scales to 
another is very simple, and easily 
made. To change a temperature as 
given by Fahrenheit's scale into the 
same as given by the centigrade scale 
subtract 32 deg. from Fahrenheit's de- 
grees, and multiply the remainder by 
5-9. The product will be the tem- 
perature in centigrade degrees. 

To change from Fahrenheit's to 
Reaumur's scale, subtract 32 deg. from 
Fahrenheit's degrees, and multiply the 
remainder by 4-9. The product will 
be the temperature in Reaumur's de- 
grees. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 





COMPARATIVE SCALES OF 


THERMOMETER. 






c. 


R. 


F. 


C. 


R. 


F. 


C. 


R. 


F. 


-30 


-24.0 


-22.0 


14 


11.2 


57.2 


58 


46.4 


136.4 


-29 


-23.2 


-20.2 


15 


12.0 


59.0 


49 


47.2 


138.2 


-28 


-22.4 


-18.4 


16 


12.8 


60.8 


60 


48.0 


140.0 


-27 


-21.6 


-16.6 


17 


13.6 


62.6 


61 


48.8 


141.8 


-m 


-20.8 


-14.8 


18 


14.. 4 


64.4 


62 


49.6 


143.6 


-25 


-20.0 


-13.0 


19 


15.2 


66.2 


63 


50.4 


145.4 


-24 


-19.2 


-11.2 


20 


16.0 


68.0 


64 


51.2 


147.2 


-23 


-18.4 


-9.4 


21 


16.8 


69.8 


65 


52.0 


149.0 


-22 


-17.6 


-7.6 


22 


17.6 


71.6 


66 


52.8 


150.8 


-21 


-16.8 


-5.8 


23 


18.4 


73.4 


67 


53.6 


152.6 


-20 


-16.0 


-4.0 


24 


19.2 


75.2 


68 


54.4 


154.4 


-19 


-15.2 


-2.2 


25 


20.0 


77.0 


69 


55.2 


156.2 


-IS 


-14.4 


-0.4 


26 


20.8 


78.8 


70 


56.0 


158.0 


-17 


-13.6 


1.4 


27 


21.6 


80.6 


71 


56.8 


159.8 


-1G 


-12.8 


3.2 


28 


22.4 


82.4 


72 


57.6 


161.6 


-15 


-12.0 


5.0 


29 


23.2 


84.2 


73 


58.4 


163.4 


-14 


-11.2 


6.8 


30 


24.0 


86.0 


74 


59.2 


165.2 


-13 


-10.4 


8.6 


31 


24.8 


87.8 


75 


60.0 


167.0 


-12 


-9.6 


10.4 


32 


25.6 


89.6 


76 


60.8 


168.8 


-11 


-8.8 


12.2 


33 


26.4 


91.4 


77 


61.6 


170.6 


-10 


-8.0 


14.0 


34 


27.2 


93.2 


78 


62.4 


172.4 


-9 


-7.2 


15.8 


35 


28.0 


95.0 


79 


63.2 


174.2 


-8 


-6.4 


17.6 


36 


28.8 


90. 8 


80 


64.0 


176.0 


-7 


-5.6 


19.4 


37 


29.6 


98.6 


81 


64.8 


177.8 


-6 


-4.8 


21.2 


38 


30.4 


100.4 


82 


65.6 


179.6 


-5 


-4.0 


23.0 


39 


31.2 


102.2 


83 


66.4 


181.4 


-4 


-3.2 


24.8 


40 


32.0 


104.0 


84 


67.2 


183.2 


-3 


-2.4 


26.6 


41 


32.8 


105.8 


85 


68.0 


185.0 


-2 


-1.6 


28.4 


42 


33.6 


107.6 


86 


68.8 


186.8 


-1 


-0.8 


30.2 


43 


34.4 


109.4 


87 


69.6 


188.6 





0.0 


32.0 


44 


35.2 


111.2 


88 


70.4 


190.4 


1 


0.8 


33.8 


45 


36.0 


113.0 


89 


71.2 


192.2 


2 


1.6 


35.6 


46 


36.8 


114.8 


90 


72.0 


194.0 


3 


2.4 


37.4 


47 


37.6 


116.6 


91 


72.8 


195.8 


4 


3.2 


39.2 


48 


38.4 


118.4 


92 


73.6 


197.6 


5 


4.0 


41.0 


49 


39.2 


120.2 


93 


74.4 


199.4 


6 


4.8 


42.8 


50 


40.0 


122.0 


94 


75.2 


201.2 


7 


5.6 


44.6 


51 


40.8 


123.8 


95 


76.0 


203\ 


8 


6.4 


46.4 


52 


41.6 


125.6 


96 


76.8 


204.8 


9 


7.2 


48.2 


53 


42.4 


127.4 


97 


77.6 


206.6 


10 


8.0 


50.0 


54 


43.2 


129.2 


98 


78.4 


208.4 


11 


8.8 


51.8 


55 


44.0 


131.5 


99 


79.2 


210.2 


12 


9.6 


53.6 


56 


44.8 


132.8 


100 


80.0 


212.0 


13 


10.4 


55.4 


57 


45.6 


134.6 









To change the temperature as given 
by the centigrade scale into the same 
as given by Fahrenheit, multiply the 
centigrade degrees by 9.5 and add 32 
deg. to the product. The sum will be 
the temperature by Fahrenheit's scale. 

To change from Reaumur's to Fahr- 



enheit's scale, multiply the degrees on 
Reaumur's scale by 9.4 and add 32 
deg. to the product. The sum will be 
the temperature by Fahrenheit's scale. 
For those who wish to save them- 
selves the trouble we have calculated 
the preceding comparative table. 



FEES AT PRIVATE HOUSES IN ENGLAND. 



England is the land of tips. You 
cannot escape them if you try a 
"week-end." Saturday to Monday at 
a private house of no great pretension 
will cost the casual visitor about $1.50 
whether men servants or maid ser- 
vants are employed. Two shillings 
and six pence is correct for the house- 
maid and butler. Where no butler is 
employed, the parlor maid gets the 
same amount, while the housemaid re- 
ceives about two shillings, and the boy, 
if he has done anything for you, gets 



about the same. English servants 
pack and unpack all luggage so that 
the fees are not begrudged. Allow 
about $5.00 a week, not forgetting the 
coachman. Increase this about fifty 
per cent, if there are two in the party. 
Some hostesses put notices in the bed- 
rooms asking guests not to fee, but 
try it on just the same, you will' usu- 
ally be successful. In very large man- 
sions the fees are much greater and 
no adequate scale can be given. The 
expense will be well up in the' pounds. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



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SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 




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8 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



DRINKING WATER 

The subject of drinking water is an 
important one. The water on the 
steamer is all right, but for the first 
few days after landing the visitor 
should be cautious about drinking or- 
dinary tap water at hotels, and par- 
ticularly in stations. Mineral water 
can be obtained everywhere and is 
very cheap. Ordinary carbonated 
water may be purchased or natural 
waters, such as Apollinaris or Per- 
rier water. In Germany, Rosbach 
water can usually be had as well as 
R'hens water. In France, St. Galmier 
and Vichy (still) can be obtained. 
Tea, coffee and chocolate also prevent 
the necessity of drinking ordinary 
water. In England, beers, ales and 
stout are cheap and good, while in 
Germany, beer, Rhine wine and Mo- 
selle wine can be obtained everywhere. 
In France (outside of Paris), wine is 
good and cheap, while in Italy the 
wine is plentiful and very cheap. Ice 
water is practically unknown except 
at the hotels where the trade of Amer- 
icans is catered to. Here the waiters 
are apt to bring on ice water before 
service begins. In many places, as in 
Italy, there is a small charge made 
for a little plate of ice. The water 
of Venice is particularly vile and 
should be entirely eschewed, as can be 
vouched for by the writer's experience. 
A bottle of "Sun" cholera mixture, 
bismuth and pepsin tablets and a non- 
leaking hot water bag should be taken 
along. The following is the formula 
for "Sun" cholera mixture, so that if 
necessary it can be put up by Conti- 
nental chemists : 



AND MEDICINES. 

^Tincture of capsicum. 1 part. 

Tincture of opium 1 part. 

Tincture rhubarb 1 part. 

Spirits peppermint 1 part. 

Spirits camphor 1 part. 

Mix and filter, dose 15 to 30 drops. 

A bottle of Jamaica ginger 
(Brown's is good) will also obviate 
many of the little ills incident to 
travel. Bicarbonate of soda tablets 
should also be carried to take care of 
slight attacks of indigestion as well as 
the bismuth and pepsin tablets men- 
tioned above. 

The following medicines, etc., should 
be carried : 

One small hot water bag. 

One ounce arnica. 

Three ounces extract of witch hazel. 

Two ounces aromatic spirits of am- 
monia. 

One menthol cone. 

One styptic pencil. 

One package court plaster. 

One narrow bandage. 

One small package absorbent cotton. 

One can containing "new skin." 

One bottle "Sun" cholera mixture. 

One bottle soda-mint tablets. 

One bottle bismuth and pepsin tablets. 

One bottle "listerine," "borine" or 
equivalent preparation. 

If inclined to catarrh, take Dobell 
solution tablets and a Bermingham 
douche. These will take up only a 
small space in the satchel and will 
cost only about $1.75 to $2.00. They 
will pack nicely in a small cracker 
tin. A little old linen, a few yards 
of stout thread wound around a stiff 
piece of paper should also be carried. 
Slight injuries to the hands often oc- 
cur when getting in or out of railway 
carriages. Some travelers recommend 
a small bottle of spirits of camphor; 
vaseline and cream may be carried 
with advantage. 



TIME. 



All calculations of time are based 
on the sun — not the real sun that we 
see, but a fictitious sun that keeps 
better time than the real sun. The 
time that is indicated by a sun dial is 
the actual Sun Time; but this is not 
good enough for the civilized world 
because the day from noon to noon as 
marked by the real sun is longer at 
certain times of the year than at 
others. However, astronomers have 
constructed a fictitious sun that gives 
us days of uniform length, and the 
time it marks off is called Mean Solar 
Time. But this does not fully solve 



the problem of time. We have still 
to contend with the fact that the sun 
reaches the meridian successively later 
as it progresses westward, so that 
noon in Chicago, for instance, will be 
much later than noon in New York. 
In fact, noon on the west side of New 
York would come a few seconds later 
than noon on the east side. If each 
town in the country used local mean 
solar time, the utmost confusion would 
prevail, particularly on railroads con 
necting the towns. To avoid this con- 
fusion it has been found necessary to 
establish certain zones in which uni- 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 




NEWFOUNDLAND 




/RELA/VD 



Belgium, Italy and Spain use 
24-hour clocks. The morning 
hours are the same as those of a 
12-hour clock, but the afternoon 
hours begin with 13 o'clock and 
run to 24 o'clock, midnight. 
We show, above, the afternoon 
hours of a 24-hour clock marked 
opposite the corresponding hours 
of a 12-hour dial. 

The small dials show what 
time it is in countries that use 
local standard time when it is 
12 o'clock in New York. Time 
based on that at the Capital. 

Copyright 1910 by Munn & Co., Inc. 



GREECE 




RUSS/A 



10 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 




Q;^ co 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



11 



form time is observed. It takes 
the sun twenty-four hours to circle 
the earth (to be sure it is the earth 
that moves, but for convenience we 
will consider that the earth is station- 
ary and that the sun is moving around 
it). The earth is divided into 360 
degrees of longitude. Therefore it 
takes the sun one hour to traverse 15 
degrees of longitude. The United 
States and the majority of the 
European countries have decided to 
establish time zones approximately 15 
degrees wide, so that the time of one 
zone will differ from the next adjacent 
zones by an even hour. The degrees 
of longitude are measured from 
Greenwich, and at 15 degrees east of 
Greenwich the Standard Time used by 
the surrounding country will be just 
one hour ahead of Greenwich Time. 
Regions in the neighborhood 30 de- 



grees east of Greenwich will use time 
two hours faster than the standard 
time of Greenwich. The same is true 
in the westward direction, except that 
here the clocks will be set slower than 
Greenwich Time in even hours at in- 
tervals of 15 degrees. 

Eastern Time is taken from the 75th 
meridian, which being five times 15 de- 
grees west of Greenwich, makes the 
time in this zone five hours slower than 
Greenwich Time. Central Time is taken 
from the 90th meridian and is one 
hour slower than Eastern Time and 
six hours slower than Greenwich 
Time. Mountain Time is taken from 
the 105th meridian, and Pacific Time 
from the 120th meridian. The zones 
are somewhat distorted, mainly to suit 
the convenience of railroads. In 
Europe each country is small enough 
to be included in a single zone. 




MAP SHOWING INTERNATIONAL DATE LINE 



12 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Greenwich Time is used in Belgium, 
Great Britain, Holland (railways and 
telegraph), and Spain. Central Euro- 
pean Time, which is one hour faster 
than Greenwich Time, is used by Aus- 
tria-Hungary, Denmark, Germany, 
Italy, Norway, Servia, Sweden and 
Switzerland. Eastern European Time, 
two hours faster than Greenwich, is 
used by Bulgaria and Egypt, and, by 
Europeans, in Turkey, the native time 
in the last-named country being based 
on sunset, which being the end of the 
Turkish day, marks the hour of 12. 

In Belgium, Italy and Spain the 
clock dial is divided into twenty-four 
hours, beginning with at midnight 
and thus doing away with A. M. 
and P. M. 

A number of European countries 
have not accepted Standard Time 
based on the meridian of Greenwich, 
but base their time on a meridian of 
their own. France, for instance, uses 
the local mean time of Paris, which is 
9 minutes and 21 seconds faster than 
Greenwich Time. This is the time 
that appears outside of railroad sta- 
tions, but the clocks inside by which 
the trains are operated are five min- 
utes slower. Holland clocks are 19 
minutes and 32 seconds faster than 
Greenwich, the time being taken from 
the Observatory at Amsterdam. Ire- 
land uses local Mean Solar Time of 
Dublin, and is 25 minutes and 21 sec- 
onds slower than Greenwich. Portu- 
gal takes the local Mean Solar Time 
of Lisbon, which is 36 minutes and 45 
seconds slower than Greenwich. As 
in France, railroad time is 5 minutes 
slower, while The Royal Observatory 
of St. Petersburg sets the standard for 
Russia, which is 2 hours 1 minute 19 
seconds faster than Greenwich Time. 

Were it possible for a person to 



travel westward around the world as 
fast as the sun, time would to him ap- 
pear to be at a standstill. If he 
started, say, at noon Monday, it 
would always be noon Monday to him, 
and apparently there would be no 
change in his calendar. Yet some- 
where along his course around the 
world Monday must have ended arid 
Tuesday must have begun. Were the 
traveler proceeding eastward he would 
in 12 hours meet and pass the sun on 
the opposite side of the earth and 
would apparently have reached the 
hour of noon Tuesday. At the end. 
of 12 hours more he would meet the 
sun a second time and would have to 
tear off another leaf from his calen- 
dar and call the time noon, Wednes- 
day. In other words, his journey 
around the globe would have taken 
him two clays longer than the man 
who traveled with the sun and made 
the trip in no time. It is a fact 
that a trip around the earth in a 
westward direction can actually be 
made in two days less than a trip in 
the eastward direction, although the 
same rate of speed is preserved ; but 
the days of the east-bound traveler 
would be shorter than those of the 
west-bound traveler. In both cases 
the travelers would arrive with their 
calendars one dav wrong ; but a line 
has been established. running north and 
south at which travelers are obliged 
to add a day if they cross it going 
westward or subtract a day if they 
cross it traveling eastward. In other 
words, the day is supposed to start 
and end along this line, which is called 
the International Date Line. It fol- 
lows the 180th meridian except for a 
few digressions, as indicated in the 
accompanying map, to suit the con- 
venience of inhabitants of islands 
lying nearby. 



MEMORANDA FOR THE YEAR 1910. 



©olden Number. ...... XI. 

Epact 19 

Solar Cycle 15 

Roman Indiction 8 

Dominical Letter B 

Julian Period (year of). 6623 
Septuagesima Sunday. .Jan. 23 

Ash Wednesday Feb. 9 

Lincoln's Birthday Feb. 12 

Washington's BirthdayFeb. 22 



Spring Commences. ... Mar. 21 

Good Friday 25 

Easter Day '' 27 

Ascension (Holy) Thurs- 
day May 5 

Pentecost — Whit Sun'y. " 15 

Trinity Sunday 22 

Corpus Christi 26 

Decoration Day 30 

Summer Commences. .June 21, 



Sundays after Trinity. June 26 

Independence Day July 4 

Labor Day Sept. 5 

Autumn Commences . . Sept. 23 



Election Day Nov 8 

Thanksgiving Day. . . . ' 24 
First Sunday in Adv't . " 27 
Winter Commences.. . .Dec. 22 
Christmas Day (S'ud'y) " 25 



It is said that tipping had its origin in 
Bibile times with the biblical tithes. At any 
rate ten per cent, is a safe basis for tipping. 



The usual charge for transporting a cat on 
transatlantic steamers is $5.00, and birds 
$4,00 for each cage. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



13 



INFORMATION AS TO TIME. 

CALENDAR FOR THE YEAR 1910. 



January 
Su....— 2 9 16 23 
M....— 3 10 17 24 
Tu...— ,4 11 18 25 
W. . .— 5 12 19 26 
Th.. .— 6 13 20 27 
F....— 7 14 21 28 

S 1 8 15 22 29 

February 

Su — 6 13 20 

M.. — 7 14 21 

Tu .1 8 15 22 

W 2 9 16 23 

Th 3 10 17 24 

F 4 11 18 25 

S 5 12 19 26 

March 

Su — 6 13 20 

M — 7 14 21 

Tu 1 8 15 22 

W 2 9 16 23 

Th 3 10 17 24 

F 4 11 18 25 

S 5 12 19 26 







April 








July 








October 




30 


Su.... 


. — 3 10 


17 


24 


Su. .- 


- 3 10 17 


24 


31 


Su..- 


- 2 9 16 


23 30 


31 


M.... 


. — 4 11 


18 


25 


M...- 


- 4 11 18 


25 


— 


M...- 


- 3 10 17 


24 31 


— 


Tu.. . 


. — 5 12 


19 


26 


Tu..- 


- 5 12 19 


26 


— 


Tu..- 


- 4 11 18 


25 — 


— 


W. .. 


. — 6 13 


20 


27 


W. .- 


- 6 13 20 


27 


— 


W..- 


- 5 12 19 


26 — 


— 


Th. . . 


. — 7 14 


21 


28 


Th..- 


- 7 14 21 


28 


— 


Th..- 


- 6 13 20 


27 — 


— 


F 


. 1 8 15 


22 


29 


F... 


1 8 15 22 


29 


— 


F...- 


- 7 14 21 


28 — 


— 


S . . . 


2 9 16 

May 


23 


30 


S... 


2 9 16 23 

A ugust 


30 


— 


S... 


1 8 15 22 

November 


29 — 


27 


Su... 


. 1 8 15 


22 


29 


Su... 


.— 7 14 


21 


28 


Su... 


.— 6 13 


20 27 


28 


M.... 


. 2 9 16 


23 


30 


M.... 


. 1 8 15 


22 


29 


M 


.— 7 14 


21 28 


— 


Tu.. . 


. 3 10 17 


24 


31 


Tu... 


. 2 9 16 


23 


30 


Tu.. . 


. 1 8 15 


22 29 


— 


W... 


. 4 11 18 


25 


— 


W... 


. 3 10 17 


24 


31 


W. .. 


. 2 9 16 


23 30 


— 


Th... 


. 5 12 19 


26 


— 


Th... 


. 4 11 18 


25 


— 


Th... 


. 3 10 17 


24 — 


— 


K 


. 6 13 20 


27 


— 


F.... 


. 5 12 19 


26 


— 


F 


. 4 11 18 


25 — 


— 


S 


7 14 21 
June 


28 




S 


. 6 13 20 

September 


27 


— 


S , . 


5 12 19 

December 


26 — 


27 


Su... 


.— 5 12 


19 


26 


Su... 


.— 4 11 


18 


25 


Su . . . 


.— 4 11 


18 25 


28 


M.... 


.— 6 13 


20 


27 


M. . . . 


.— 5 12 


19 


26 


M...: 


.— 5 12 


19 26 


29 


Tu... 


.— 7 14 


21 


28 


Tu... 


.— 6 13 


20 


27 


Tu.. . 


.— 6 13 


20 27 


30 


W... 


. 1 8 15 


22 


29 


W. .. 


.— 7 14 


21 


28 


W.. . 


.— 7 14 


21 28 


31 


Th. . . 


. 2 9 16 


23 


30 


Th... 


. 1 8 15 


22 


29 


Th... 


. 1 8 15 


22 29 


— 


F.... 


. 3 10 17 


24 


— 


F.... 


. 2 9 16 


23 


30 


F 


. 2 9 16 


23 30 


— 


S 


. 4 11 18 


25 


— 


S.. . . 


. 3 10 17 


24 


— 


S 


, 3 10 17 


24 31 



MEMORANDA FOR THE YEAR 1911. 



Golden Number, XII 

Epact, 30 

Solar Cycle, 16 

Roman Indiction, 9 

Dominical Letter, A 

Julian Period (Year of 6624) 

Septuagesima Sunday, February 12 

Ash Wednesday, March 1 

Lincoln's Birthday, February 12 

Washington's Birthday, February 22 

Spring Commences, March 21 

Good Friday, April 14 

Easter Day, April 16 

A scension ( Holy) Thursday, May 25 



Pentecost — Whit Sunday, June 4 
Trinity Sunday, June 11 
Corpus Christi, June 16 
Decoration Day, May 30 
Summer commences, June 22 
Sundays after Trinity, June 24 
Independence Day, July 4 
Labor Day, September 4 
Autumn commences, September 23 
Election Day, November 2 
Thanksgiving Day, November 23 
First Sunday in Advent, December 3 
Winter commences, December 22 
Christmas Day, December 25 



CALENDAR FOR THE YEAR 1911 



Su. 

M... 

Tu. 

W. 

Th. 

F.. 

S.. 

Su. 
M.. 
Tu. 
W. 
Th. 
F... 
S.. 



Su 

M...— 
Tu..— 
W.. l 
Th.. 2 
F... 3 
S... 4 



January. 

..1 8 15 

9 16 



10 17 
18 



.4 11 
..5 12 19 
..6 13 20 
..7 14 21 
February. 
.— 5 12 
.— 6 13 

7 14 

8 15 

9 16 
10 17 



1 
2 
3 

4 11 18 
March. 

5 12 

6 13 

7 14 

8 15 

9 16 

10 17 

11 18 



April. 

22 29 Su...— 2 9 16 

23 30 M....— 3 10 17 

24 31 Tu.. .— 4 11 18 

25 — W...— 5 12 19 

26 — Th...— 6 13 20 

27 — F....— 7 14 21 

28 — g 1 8 15 22 

May. 

19 26 Su — 7 14 

20 27 M 1 8 15 

21 28 Tu 2 9 16 

22 — jW 3 10 17 

23 —Th 4 11 18 

24 — ;F 5 12 19 

25 — S 6 13 20 

June. 

19 26'Su — 4 11 

20 27 M — 5 12 

21 28 Tu — 6 13 

22 29 W.* . . .— 7 14 

23 30 Th 1 8 15 

24 31 F 2 9 16 

25 — -S 3 10 17 



July. 

23 30 Su...— 2 9 16 

24 — M....— 3 10 17 

25 — Tu.. .— 4 11 18 

26 — W.. .— 5 12 19 

27 — Th.. .— 6 13 20 

28 — F....— 7 14 21 

29 — S 1 8 15 22 

A ugust. 

21 28 Su — 6 13 

22 29 M — 7 14 

23 30 Tu 1 8 15 

24 31 W 2 9 16 

25 — Th 3 10 17 

26 — F 4 11 IS 

27 —S 5 12 19 

September. 

18 25 Su — 3 10 

19 26M — 4 11 

20 27|Tu — 5 12 

21 28 W — 6 13 

22 29 Th — 7 14 

23 30 F 1 8 15 

24 — S 2 9 16 



Su. 
M.. 



October. 



23 30 

24 31 

25 — ,Tu 3 10 17 

26 — 

27 — 

28 — 

29 — 



22 29 

23 30 



W. 



24 31 
4 11 18 25 — 



20 27 

21 28 

22 29 

23 30 

24 31 

25 — 

26 — 



Th 5 12 19 

F 6 13 20 



S 7 14 21 

November. 



Su. 
M,. 
Tu. 
W. 
Th. 
F.. 
S.. 



Su. 
M.. 
Tu. 
W. 
Th. 
F.. 
23 30IS.. 



17 21 

18 25! 

19 26! 

20 27 

21 28 

22 29 



19 — 

27 — 

28 — 

19 26 

20 27 

21 28 

22 29 

23 30 

24 — 

25 — 

24 31 

.— 4 11 18 25 — 



5 12 

6 13 

7 14 

8 15 

9 16 

10 17 

11 18 



December. 
.— 3 10 17 



— 5 12 19 
—6 13 20 



,— 7 
. 1 8 



14 21 

15 22 



2 9 16 23 



26 
27 
28 

29 
30 



14 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



JEWISH CALENDAR (A.D. 1910, A.M. 5670-5671). 

The Year 5670 commenced September 16, 1909 



Jan. 


11 


Feb. 


10 


Mar. 


12 


" 


24 


" 


25 


" 


26 


April 


10 


** 


24 


" 


25 


" 


30 


May 


.1 


" 


10 


June 


8 


" 


13 


" 


14 


July 


8 


Note.- 



5670. 

New Moon Sebat 1 

New Moon Adar 1 

New Moon Veadar 1 

Fast of Easter jj 13 

Purim " t 14 

Shusan " 15 

New Moon Nisan 1 

Festival of Passover. . 15 

" 2d day " 16 

" 7th day " 21 

" ends 22 

New Moon Yiar 1 

New moon Sivan 1 

Festival of Weeks. ... 6 

" 2d day " 7 

New Moon Tamuz 1 

— All Jewish Sabbaths and Festivals 



July 24 Fast of Tamuz Tamuz 

Aug. 6 New Moon Ab 

14 Fast of Ab 

Sept. 5 New Moon Elul 

5671. 
Oct. 4 First day of New Year Tishri 

5 Second 

6 Fast of Gedaliah 

13 Day of Atonement. . . 

18 Feast of Tabernacles . 

19 " " 2d day. " 

24 Hosana Rabah 

25 Feast of the 8th day. . " 

26 Rejoicing of the Law. 

Nov 3 New Moon Hesvan 

Dec. 2 New Moon Kislev 

" 26 Dedication of the Temple" 

commence the previous Evening at Sunset. 



17 
1 
9 
1 

1 

2 

3 

10 

15 

16 

21 

22 

23 

1 

1 

25 



MOHAMMEDAN CALENDAR (A.D. 1910, A.H. 1328). 



Year. Name of Month. Month begins 

1328 Muharram January 13 

Saphar February 12 

Rabia I March 13 

Rabiall April 12 

Jornada I May 1 1 

Jornada II .June 10 



Year. Name of Month Month begins 

1328 Ra.jab July 9 

Shaaban August 8 

Ramadan September 6 

Shawall October 6 

Dulkaada November 4 

Dulheggia December 4 



GREEK & RUSSIAN CALENDAR, 

A. D. 1909, A.M. 7417. 

Old Style. Certain Holy Days New Style 
Jan. 1 Circumcision Jan. 14 

6 Theophany (Epiphany).. . " 19 
Feb. 2 Hypapante Feb. 15 

28 Carnival Sunday Mar. 13 

Mar. 7 First Sunday in Lent 20 

9 Forty Martyrs " 22 

25 Annunciation of Theo- 

tokos April 7 

April 11 Palm Sunday " 24 

16 Great Friday " 29 

18 Holy Pasch May 1 

23 St. George " 6 

May 9 St. Nicholas " 22 

14 Coronation of the Emperor* " 27 
27 Ascension June 9 

June 6 Pentecost. . . . ; " 19 

7 Holv Ghost " 20 

29 Peter & Paul, Chief Apostles July 12 
Aug. 1 First day of Fast of Theo- 

tokos Aug. 14 

6 Transfiguration " 19 

15 Repose of Theo tokos (As- 

sumption) " 28 

30 St. Alexander (Nevsky)*. Sept. 12 
Sept. 8 Nativity of Theotokos " 21 

14 Exaltation of the Cross.*. " 27 
Oct. 1 Patronage of Theotokos*.. Oct. 14 
21 Accession of the Emperor* Nov. 3 
Nov. 15 Fust day Fast of the Na- 
tivity " 28 

21 Entrance of Theotokos. . Dec. 4 

Dec. 6 St. Nicholas " 19 

9 Conception of Theotokos. . " 22 

25 Nativity Jan. 7 

*Peculiar to Russia. 



JULIAN CALENDAR. 

In the Roman (Julian) Calendar the months 
correspond exactly with our own, excepting 
that down to the time of the great Emperor 
Augustus, the fifth and sixth months of the 
year — which, with the Romans, began with 
March — were called Quintilis and Sextilis; 
afterwards they were named in honor of the 
emperors Julius and Augustus. 

In reckoning the days of each month three 
fixed points were taken, and any particular 
day was said to be so many days before the 
next coming fixed day. These three points 
were (1) the Kalends, by which name the first 
of each month was known; (2) the Nones, 
which fell on the seventh day of the month 
in March, May, July and October, and on the 
fifth day in each of the other months; and 
the Ides, which always fell eight days after 
the Nones. 

For example, the 1st of January was the 
Kalends of January (Kalendis Januariis), 
the 31st of December was the day before the 
Kalends of January (pridie Kalendas Janua- 
rias); but Dec. 30 was the third day before 
the Kalends of January (ante diem tertiurn 
Kalendas Januarias), in this case both Jan. 
1st and Dec. 31st being included in the reckon- 
ing. And so on back to Dec. 14th, which was 
the nineteenth day before the January Kalends 
(ante diem undevicesimum Kal. Jan.), Dec. 
13th being Idibus Decembribus, the Ides of 
December. In LeajD-vear, both Feb. 24th 
and Feb. 25th were known as the sixth day 
before the March Kalends, being distin- 
guished respectively as prior and posterior. — 
Whitaker'ss Almanack. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



12 



PRELIMINARY READING 



A list of appropriate books will be 
found in the Bibliography at the end 
of the book. The writer has in prep- 
aration detailed information as to va- 
rious places having literary associa- 
tion with special reference to visiting 
them. A While this matter cannot be 
gotten ready in time for this edition, 
still the titles may suggest some 
timely reading : "Dickens' England," 



Burns Country," "The Hardy Coun- 
try," "The Ingoldsby Country," "The 
Canterbury Pilgrims," "Knutsford" 
(Cranford), "Broadway" England. 

For the Continent there is in prepa- 
ration "Memorable Paris Houses," 
"The Paris of Dumas," "In the Foot- 
steps of Goethe," "Wagnerian Pil- 
grimage," "The Passion Play," "Dante 
and His Time." Any reader of this 




THE "ADRIATIC" 
Is a stately giant of the sea with immense passenger accommodations 
Length, 726 feet; Tonnage, 23,541; Horse power, 40,000 



"Dickens' London," "Thackeray's 
England," "Gilbert White and Sel- 
borne," "Along the Streams with 
Izaak Walton," "Carlyle's England," 
"Land of Scott," "Shakespeare's 
England," "In the Footsteps of Our 
Forefathers," "Milton's England," 
"Lorna Doone and Exmoor," "With 
the Poets in the Lake Country," "The 



book who has made any of these jour- 
neys and who would like to contribute 
his or her quota to the sum total of 
travelers' lore, are requested to write 
to A. A. Hopkins, Box 773, New York 
City, N. Y. All information will be 
promptly acknowledged and available 
matter will be used at the first oppor- 
tunity. 



GUIDE BOOKS. 



A list of guide books and books for 
preliminary study will be found at the 
back of the present volume (see the 
index). While the list normally be- 



longs in this section of the book, it 
is not found possible to get the list in 
the proper form in time to include it 
here, as a number of books were an- 



Hi 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



nounced as coming out while the 
major part of this book was on the 
press. Those who have no time to 
consult this list before starting on the 
trip will do well to provide one or two 
Baedeker's Guides for use on the voy- 
age, in order to enable a traveler to 
prepare for the first stages of the trip, 
such as Baedeker's Guide to Great 
Britain, price 83.00 : London. $1.80 ; 
Paris. 81.80. or Berlin. 90 cents. To 
those who do not wish to purchase 
Baedeker's Guides, 
information given 
book. The matter 
tail to enable the 



we commend the 
elsewhere in this 
is in sufficient de- 
traveler to locate 



comfortably in London, Paris or Ber- 
lin, as well as to make the journey 
with the proper knowledge of the 
traveling conditions, etc. 

Do not calculate on buying guides 
just before you start. The most use- 
ful are very often "out of print" or 
"out of stock." particularly the indis- 
pensable "Baedeker's." "We made up 



a list of the more popular ones (ten 
in number) and submitted them to the 
American agents. The list was as 
follows : Northern France, Southern 
France. Northern Germany, Southern 
Germany. Rhine, Great Britain, Lon- 
don, Paris, Switzerland, Belgium and 
Holland. Out of this number. 
Southern Germany, Great Britain, 
Belgium and Holland were out of 
stock as well as the "Conversation 
Dictionary" (a very useful little book), 
which sells for 90 cents. A full list 
of guides with critical notes will be 
found in the Bibliography at the 
back of the book. 

Ladies who desire additional infor- 
mation as to preparation for the jour- 
ney, and special information which 
will benefit them in traveling abroad, 
should purchase a copy of Mary Cad- 
walder Jones' "European Travel for 
Women," which is published in this 
country at an expense of $1.00. 



COURIERS 



The courier of thirty years ago is 
practically unknown. Lie was a lin- 
guist who traveled with rich individu- 
als or parties, and conducted them to 
the best hotels and saw to it that they 
paid the highest prices for everything, 
both in hotels and shops. The courier 
was an unmitigated nuisance and has 
been largely done away with by the 
more general use of the English lan- 
guage, and by a more general knowl- 
edge of French by the average Ameri- 
can and English traveler. The courier's 
wages were as nothing compared 



with the commissions which he ex- 
acted from everybody with whom he 
came in contact. Occasionally, to 
give a suspicion of honesty, a portion 
of this commission would be disgorged 
to his employer. In certain places in 
the Far East, couriers, or their equiv- 
alents, are now necessary, but they 
should never be engaged except on the 
recommendations of one of the great 
tourist agencies of world-wide reputa- 
tion. It may be stated that the tourist 
agencies have been a very large factor 
in the disappearance of the courier. 



INTERPRETERS 



Interpreters in the employ of large 
tourist agencies will lie found at the 
principal stations and most boat land- 
ings in Europe. Those who have pur- 
chased their tickets from these tourist 
agencies may call upon them freely 
and will find that they tend to de- 
crease the discomforts of travel. 
When their services are engaged, a 
moderate fee is suggested. The simple 
showing of the case in which the rail- 
road tickets are kept is sufficient proof 
that the traveler is a client of the 
tourist agency. Interpreters in the 
uniform of the largest agency meet 
principal trains and steamers at fol- 
lowing places and assist holders of 
their tickets free of charge : Alexan- 



dria, Algiers, Amsterdam, Antwerp, 
Bale, Bergen, Beyrout, Bombay, 
Bremen. Brindisi. Brussels (summer 
onlyi, Calcutta. Cannes. Christiania, 
Cologne, Colombo, Constantinople, 
Florence. Dresden. Geneva. Genoa, 
Gibraltar, Hong Kong. Jaffa, Haifa, 
Hamburg. Lausanne, London (Char- 
ing Cross and Victoria ) , Lucerne, 
Madrid. Malta. Marseilles, Mentone. 
Milan, Naples. New York, Nice, Paris, 
Patras. Piraeus. Rome. San Remo, 
Trieste, Trondhiem. Turin. Venice, 
Vienna. Vintimille. Yokohama. Zurich. 
An interpreter meets passengers at 
Tilbury. The interpreters are not on 
duty on Sundays except by special ar- 
rangement. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



17 



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25 



PASSPORTS 



Passports are required only in Rus- 
sia and Turkey. Passports are also 
required for entrance into the Balkan 
states. Vises for these countries may 
be obtained from their diplomatic and 
consular representatives in foreign 
countries. There are no such repre- 
sentatives in the United States. Pass- 
ports may be required in other coun- 
tries of persons making a prolonged 
stay, but they are often valuable in 
the securing of registered mail, admis- 
sions to certain galleries, etc., which 
are normally closed to the public. In 
the case of Russia and Turkey, the 
passport should have the vise of the 
consular authorities. Passports are 
issued by the Secretary of State. An 
American abroad may make his appli- 
cation before an American diplomatic 
or consular officer, who will forward it 
to the department. The fee for a pass- 
port is $1.00. This amount in currency 
or postal order should accompany each 
application made by a citizen of the 
United States. The orders should be 
made payable to the Disbursing Clerk 
of the Department of State. Drafts 
or checks are not accepted. A person 
who is entitled to receive a passport, 
if in the United States at the time, 
must make a written application in 
affidavit form to the Secretary of 
State. Application must be made by 
the person to whom the passport is to 
be issued, and signed by him, as one 
person cannot apply for a passport for 
another. The affidavit must be at- 
tested by an officer authorized to ad- 
minister oaths, and an official seal 
must be affixed, or his official charac- 
ter must be authenticated by a certifi- 
cate of the proper legal officer. The 
applicant must take the oath of alle- 
giance to the Government of the 
United States. The oath is on the ap- 
plication blank. The application must 
be accompanied by a description of 
the applicant. Full data for these 
questions are provided on the blank. 
There are a number of different forms. 
There is one for a native citizen, there 
is one for the naturalized citizen, and 
one for a person claiming citizenship 
through the naturalization of husband 
or parent. In asking for a blank it 
should be specified which form is de- 
sired. A woman's application must 
state whether she is married or not, 
and a married woman must state 
whether her husband is a native or 
a naturalized citizen. A passport ex- 
pires two years from the date of issue. 



A passport may be extended for two 
years by a diplomatic or consular offi- 
cer of the United States, if presented 
when it is about to expire. Applica- 
tions for passports from naturalized 
citizens must be accompanied by a 
certificate of naturalization. 

When the applicant is accompanied 
by his wife, minor children and a ser- 
vant, to be entitled to receive the 

WORDING OF PASSPORT. 

Good only for two years from date. 
(Coat of Arms) 
United States of America. 
Department of State. 
To all to whom these presents shall come, 
Greeting: I, the undersigned, Secretary of 
State of the United States of America, hereby 
request all whom it may concern to permit 

a Citizen of the United States 



Safely. . 

and freely to pass and in case of need to give 

all lawful Aid and Protection. 

Given under my hand and the 
Seal of the Department of 

(SEAL of State, at the City of Washing- 

the Depart- ton, the day of 

ment of in the year 1910, 

State.) and of the Independence of 

the United States the one 
hundred and thirty-fourth. 

(Signature of the Secre- 
tary of State.) 
Description, 

Age Years 

Stature Feet Inches Eng. 

Forehead 

Eyes 

Nose 

Mouth 

Chin 

Hair 

Complexion 

Face 

Signature of the Bearer. 



No. 



Note. — The Department of State has re- 
fused to grant permission to reproduce a real 
Passport, hence this rather insufficient sub- 
stitute. 

passport it is sufficient to state the 
fact, giving the respective ages of the 
children and the allegiance of the ser- 
vant, then one passport will suffice for 
all. For any other person in the 
party a separate passport will be re- 
quired. The woman's passport may 
include her minor children and servant 
under the above-named conditions. It 
should be noted, however, that the 
term "servant" does not include a gov- 
erness, tutor, pupil, companion or per- 
son holding like relations to the ap- 
plicant for passport. Professional or 



26 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



other titles will not be inserted in the 
passports. This information is_ ob- 
tained from the circular entitled, 
"Rules Governing the Granting and 
Issuing of Passports in the United 
States," which will be sent with the 
blank on application. It takes only a 
few days to obtain a passport. The 
intervention of those who make a 
business of securing passports is en- 
tirely unnecessary. The blank is very 
simple and only requires the filling out 
of the important details, such as the 



description of the applicant, the tak- 
ing of the oath of allegiance before a 
notary public or other officer who is 
entitled to take similar oaths, and the 
application must be signed by a cred- 
ible witness. Some concerns make a 
business of obtaining passports at a 
fee of from $2.00 to $5.00, but with 
the instructions given in this book and 
the rules given in the circular sent, 
their services are entirely unnecessary. 
Information revised by officials of the 
Department of State on Feb. 15, 1910. 




THE BUREAU OF INFORMATION ON THE SHIP 
Takes care of letters, telegrams, etc., and is a veritable hotel clerk's office 



COST OF EUROPEAN TRIP 



The cost of a European trip de- 
pends entirely on the time consumed, 
the route, and the type of accommo- 
dations required by the traveler. In 
planning a European trip the expense 
can be arrived at very closely by 
adding together the cost of ocean pas- 
sage, both eastward and westward, 
not forgetting to allow for fees on the 
ocean, usually amounting to about 
$9.00 each way, and_ for other ex- 
penses which may be incurred at sea. 
Add to this the cost of the railroad 
and steamship fares abroad. These 
can be readily obtained from any re- 



liable tourist agency, which will fur- 
nish the tickets without any increase 
in cost for a lump sum. This saves 
buying tickets, changing money, etc. 
After the cost of the ocean and land 
transportation is obtained, allow about 
$3.00 a day for hotel expenses, trans- 
fer of baggage, etc. If the visitor 
goes to the very best hotels, this 
amount can of course be increased to 
almost any figure, but it is possible, 
even in London and Paris, to live 
comfortably for $3.00 a day, although 
it would perhaps be wiser to allow 
$4.00 a day in London and Paris, also 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



27 




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28 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



possibly Berlin and Vienna. If the 
very smartest hotels are to be pat- 
ronized, about $5.00 a day should be 
allowed in these cities. Hotel coupons 
issued by a big tourist agency _ often 
save much trouble; they come in va- 
rious forms. Thus, one series pro- 
vides for a bed-room, lights and at- 
tendance, plain breakfast and dinner 
at the table-d'hote at a uniform rate 
of eight shillings, ten francs, or $2.00 
a day. The second series, called "B," 
provides for bed-room, lights and at- 
tendance, meat breakfast and dinner at 
the table-d'hote. The third series, 
called "C," provides for full board, 
bed-room, lights and attendance, plain 
breakfast, luncheon at the table-d'hote, 
where customary, if not liberal lunch- 
eon and dinner at the table-d'hote, at 
a rate of ten shillings six pence, or 
thirteen francs a day, which with the 
fees would bring the expense up to 
about $3.00 a day, which may be reck- 
oned as a fair average for the hotels 
in Europe. Of course, during the 
height of the season, or in great travel 
centers, as in Munich in the year of 
the Passion Play, rates are apt to be 
higher. On the other hand, the ac- 
commodations can often be obtained 
at a much lower rate, especially where 
a stay of several days is to be made. 
Rates en pension can usually be se- 
cured. It should not be supposed that 
it is necessary in all cases to spend 
as much as $3.00 a day for actual 
living expenses. Many persons make 
considerable stays in Europe and 
never pay over $2.00 a day at the. 
outside, even in the four cities named, 
but the average visitor, especially if 
he is not particularly familiar with 
foreign languages, and if his time is 
limited to six or eight weeks, hardly 
feels like shopping around for a very 
moderate priced hotel, or cares to do 
the necessary bargaining to secure 
slightly decreased rates. The rates in 
hotels in England are very high for 
the accommodations which are fur- 
nished. The same concern of tourist 
agents also issues a series of coupons 
for hotels of the second class. These are 
issued at seven shillings six pence, or 
nine francs twenty-five centimes, a day. 
This is equivalent in American monev 
to $1.85. While the writer lias had 
no personal experience with any but 
the high class of hotel coupons, an ex- 
amination of the lists of hotels where 
they are available seems to indicate 
that While they are not perhaps of the 
first class, they are well spoken of by 
Baedeker, and the editor would be 



greatly pleased to know the experience 
of any one who has used these hotels. 
We have shown how to compute the 
transportation and living expenses, 
and the amount stated should be suf- 
ficient to include the transferring of 
baggage and the necessary fees at ho- 
tels. . The amount given, however, does 
not include wines or other beverages, 
cigars, ices, etc. 

The expense of sight-seeing varies 
greatly in different places ; thus in 
Switzerland where guides are often 
needed for excursions, the expense is 
greatly increased. Sometimes the ex- 
pense of sight-seeing may not be over 
50 cents, other days it may be $2.00. 
A great deal depends on the number 
of cabs which are used and the num- 
ber in the party. The fees for show- 
ing a party of three or four over a 
castle or through a gallerv are very 
often little greater than the fee for 
one person. It is possible with rea- 
sonable care to make a European trip 
for $400.00, and for $500.00 the trip 
could be made with great comfort. 
The cost of living in Europe has in- 
creased, as in this country. It was 
possible twenty years ago to make a 
trip, including England, Belgium, Hol- 
land, Berlin, Dresden, Nuremberg, 
Munich, the Passion Play, Switzer- 
land, Italy, as far as Naples, and the 
Riviera, as far as Nice, for between 
$600.00 and $700.00. It is doubtful 
if the same trip to-day could be made 
for less than $900.00 to $1,000.00. 
Those who are obliged to limit their 
expenditure can do so by joining a 
specially conducted party, although it 
is probable that the traveler will be 
much better satisfied to travel by him- 
self, or with a small party of friends. 
A large tourist agency has, however, 
gotten up a system entitled, "Inclusive 
Independent" system of traveling 
without trouble. This will commend 
itself to American travelers who do 
not wish to be seen in the company 
of a large party with blatant con- 
ductors, and who nevertheless desire 
to be relieved of the worries and de- 
tails connected with independent trav- 
eling tours, and which go far to mar 
the full enjoyment of the tour abroad. 
By "Inclusive Independent" travel is 
meant that not only is the traveling 
expenditure necessary to a tour, in- 
cluded in the quoted fare, but that the 
details for the entire journey are so 
thoroughly worked out and arranged 
beforehand that no more trouble is ex- 
perienced by the traveler than is in- 
curred by giving orders to his servants 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



29 




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SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



at home. As an example, let us sup- 
pose that a man is taking his wife and 
family for a trip abroad, an outline 
of the itinerary is submitted to a tour- 
ist agency who will arrange every de- 
tail of the journey so that at each 
halting place the travelers will be met 
by the omnibus from the hotel where 
rooms have been engaged and where 
they will be welcomed as expected 
guests. If the wish has been expressed 
to include a drive to some place of in- 
terest, or for a guide for sight-seeing, 
he will simply call for the carriage or 
the guide, as the case may be. On the 
expiration of the stay the travelers 



weeks tour from London by the fol- 
lowing route : Harwich, Antwerp, 
Brussels, Luxemburg, Strasburg, 
Baden-Baden, Heidelberg, Frankfurt, 
Wiesbaden, the Rhine, Cologne, Am- 
sterdam and The Hague. For second 
class accommodations with- rooms on 
the second floor, and for sight-seeing, 
the expense is 23 guineas, or $173.30. 
Or at an inclusive price of $5.58 a 
day, which, considering the cost in 
this country, seems like an extremely 
low figure. The combinations which 
can be made are almost endless and 
the trips can be prolonged at will. No 
person need be deterred from a Euro- 




TEA IN THE PALM GARDEN 



will be conveyed to the train or 
steamer, as the case may be ; they will 
be met at the next halting place as 
before, and so on to the end of the 
tour. It may be said to resemble a 
succession of visits to the houses of 
friends. This method can be applied 
to tours where one wishes to travel 
.reasonably as well as to where the 
acme of luxurious travel is desired. 
Second class tickets may be secured if 
desired, and still the traveler will have 
traveled without trouble. As an in- 
stance of the case, let us take a three 



pean trip if a reasonable amount of 
money is forthcoming. It is only nec- 
essary to write to one of the great 
tourist agencies and give an outline of 
what is required and in a general Way 
the amount of money available. The 
matter will be taken up by expert es- 
timates and their reply will be forth- 
coming in a few days. With the in- 
formation and advice given in this 
book, and wi.th the cost of the va- 
rious tours as outlined, there should 
be little difficulty in working out ap- 
proximately the cost of a trip. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



31 



INDEPENDENT TOURS 



Owing to the fact that many of the 
railroad companies in Europe revise 
their rates of fares for the season in 
March, it has not been possible to 
place specific information relative to 
tours at, this point in the book. It is 
thought that the reader would not find 
it onerous to consult the index if the 
information ultimately conveyed would 
be rendered more accurate by in- 
cluding this information as to the rail- 
ways, tours, etc., at the back of the 
book. 

A SPECIMEN TOUR FIRST AND 
SECOND CLASS WITH EXTRA 
TIME EXTENSION. 

European travel expense fluctuates 
with the purse. It is easy to map 
out the approximate cost of a simple 
tour with the information given. For 
more extended tours consult a tourist 
agency. For example take tour No. 
34 in back of book. This is an ex- 
cellent one. 

Atlantic Transport Line, 
New York - London, 

minimum $82 . 50 

Tour No. 34, second class 74 . 55 
Cherbourg to New York, 

German ship 87.50 

Steamer Fees 12.00 

Baggage Transfer 1 . 50 

Hotels, 60 days at $3.00. . 180.00 

Sight-seeing 50 . 00 

Extra Drives 10.00 

Extra Tips 10.00 

Photographs 5 . 00 

Postcards 1.00 

Laundry 6 . 00 

Sundries 15 .00 



$535.05 



By using the second class on the 
steamer a saving of $55.00 can be 
effected. 

By living more economically at 
hotels and by reducing other expenses, 
about $75.00 more could be saved ; 
we, therefore, have : 

$535.05 
less 130.00 



$405.05 



On the other hand, if better steamer 
accommodations are required, as the 
"Kronprinzessin Cecilie" one way and 
the "Geo. Washington" the other, the 
expense would be increased by $75.00 
or $620.05 in all, and if $30.80 be 
added for first class travel, on rail- 



roads, we have $650.85. It should be 
remembered that this is for minimum 
accommodations. $100.00 more would 
not give very luxurious accommoda- 
tions on the crack ships, but it would 
on the slower ships. The trip could 
easily be extended in time, making it 
cost about $900.00 for first class all 
through, fine accommodations and 
money to spend, so we have an identi- 
cal trip which varies $500.00 for in- 
creased accommodations and an extra 
month. 

LANGUAGE 

The English language is sufficient 
for travel -in nearly all of the coun- 
tries of Europe where travelers are 
accustomed to go in any quantity. 
English is spoken by interpreters at 
the railroad stations, often at post 
offices, and invariably at all hotels of 
the first or even second class; also by 
waiters in restaurants. The fluency 
of the English spoken by the em- 
ployees of the Swiss railroads is some- 
thing phenomenal. A knowledge of 
French is, of course, highly desirable. 
The Travelers' Vocabulary, beginning 
on page 17, will prove of value. Bae- 
deker's Conversation Manual is more 
extensive and sells at a moderate 
price. 



The following are some of the cargo items on 
a large express steamer of 18,500 tons: 
Corn and wheat, 170,000 bushels; lubricating 
oil, 3,362 barrels; lard, 6,225 barrels and tubs; 
dried prunes, 11,625 boxes; cottonseed oil, 
700 barrels; phonographs, 174 cases; type- 
writers, 73 cases; sewing-machine woodwork, 
867 cases; agricultural implements, 3,219 
packages. In all, 62 kinds of American 
products were loaded into this one vessel. 
After deducting the cabin space for 1,450 
passengers of all classes and bunker space 
for 2,000 tons of coal, there remains 785,000 
cubic feet for cargo. If loaded exclusively 
with one kind of freight, it could carry any 
one of the following quantities: 590,000 
bushels of wheat, or 628,000 of corn; 31,000 
bales of cotton, or 15,000 tons of copper; 
65,000 barrels of oil, or 825,000 boxes of 
dried fruit. 

Those who wish to see the difference be- 
tween the modern liner of to-day with its great 
luxury, and the vessel of sixty years ago, 
should read, while on board, Charles Dickens' 
account of his early voyages to America 
which are given in "American Notes" and 
" Martin Chuzzlewit." 



One steamship company keeps eggs fresh 
by covering them with fresh butter as soon as 
received, placing them on straw and turning 
them every day. 



32 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



A "GRAND TOUR" 



The following is a delightful tour 
and the merits of the sights can be 
vouched for by the writer as he has 
made it. Start from London, making 
stops at Rochester and Canterbury ; 
at Dover take steamer to Ostend. This 
is rather a long Channel trip, and is 
apt to be rather hard on the bad 
sailor. Of course, the trip can be 
made by way of Calais and rail at 
greater expense. On arriving at Os- 
tend take the train for Bruges which 




A SUGGESTION OF A MODERN HOTEL 
IN THE STATEROOMS 

is a comfortable place to pass the 
night. A few hours will exhaust the 
sights, and the journey to Ghent can 
then be begun ; half or three-quarters 
of a day is sufficient for s^ht-seeing 
in this city. Then take the train for 
Brussels ; two days can be profitably 
spent in this delightful city which is 
a Paris in miniature. The battlefield of 
Waterloo should be visited, which will 
require about half a day; the train 
should then be taken to Antwerp, 
where a day may be spent. From 



Antwerp the train may be taken for 
Rotterdam, where one clay will be 
sufficient to see the pictures in the 
galleries. It should be remembered 
that the distances in Holland are very 
short and a great deal of sight-seeing 
can be crowded into a single day ; 
it is possible to see all the principal 
sights in Holland in three or four clays. 
From Rotterdam the train should be 
taken to Delft, and from there to The 
Hague, and an excursion made to 
Scheveningen which is a famous Dutch 
' watering place which is celebrated all 
over Europe. From The Hague the 
journey should be made to Leyden, 
which is visited by all Americans who 
have any respect for the history of 
their country. All readers of Motley's 
"Rise of the Dutch Republic" will also 
be particularly interested in this im- 
portant town. From Leyden, take the 
train to Llaarlem, and finally arrive at 
Amsterdam, where at least two days 
should be spent. There are many side 
trips which can be made frcrai Am- 
sterdam at comparatively small ex- 
pense, such as Alkmaar and Hoorn, 
also the Island of Maarken and Mon- 
nikendam and Broek. The islands of 
the Zuyder Zee are particularly inter- 
esting. From Amsterdam the train 
should be taken, preferably at night, 
for Cologne ; the train will pass 
through Utrecht and a few other com- 
paratively unimportant places. After 
visiting the 'various sights in Cologne, 
an early train should be taken from 
Bonn to save time, and the steamer 
taken as far as Konigswinter, from 
which point a railroad runs up the 
mountain and the view from the 
Drachenfels is very fine. It is, of 
course, interesting to all Wagnerian 
enthusiasts as on the mountain is the 
site of the cave where Siegfiied killed 
"Fafner," the dragon. Another steamer 
should then be taken up the Rhine as 
far as Coblentz. If the trip has been 
accurately timed, it is possible to 
catch an express steamer for Mayence. 
From Mayence take the train to 
Worms and Heidelberg ; from Heidel- 
berg take the train to Frankfort, and 
then to Eisenach, Erfurt, and Wie- 
mar, which is one of the most inter- 
esting cities in Germany. Then travel 
to Leipsic and Berlin. A trip should 
be taken to Potsdam and an excursion 
should be made to the Spreewald. A 
stay of at least three or four days 
should be made in Berlin : the train 
should then be "taken to Dresden, 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



33 



where a stay of at least two days 
should be made. The night train should 
be taken from Dresden to Nuremberg, 
where at least two days should be 
spent. From Nuremberg, the trip 
should be made to Munich which is a 
long ride, but the journey can be 
broken at Ratisbon, which is highly in- 
teresting, > an old town in almost its 
pristine state. An excursion can be 
made from Ratisbon to the Walhalla 
which is not visited by very many 
travelers. At least three or four days 
should be spent in Munich, and by all 
means the Passion Play should be 
seen. It is necessary to make arrange- 
ments before leaving home, or before 
leaving London at any rate, if the 
Passion Play is to be visited, as the 
accommodations are largely in the 
hands of tourist agencies, steamship 
companies, etc. Tickets for the entire 
trip should be bought en bloc as far as 
this point. From Munich take the 
railroad to Lindau on Lake Constance, 
and take the boat to Constance. Then 
take the train to S chaff hausen and 
go from Schaffhausen to Zurich. The 
special tickets for Switzerland which 
are referred to elsewhere, offer great 
possibilities for the tourist. The fol- 
lowing places should, however, be vis- 
ited, even by those who are pressed 
for time : Luzerne, Berne, Interlaken, 
Lake of Geneva, Geneva, and Cha- 
mounix. One of the great passes may 
be traversed by diligence, or the new 
Simplon Railway may be used. The 
Italian lakes, Maggiore and Como, 
should be visited. Milan is the first 
large Italian city which will be 
reached. The circular tour tickets in 
Italy allow of a large number of itiner- 
aries, but the following is especially 
recommended : Milan, Verona, Vicenza, 
Padua, Venice, Ferrara, Bologna, tak- 
ing a side trip to Ravenna, then 
Florence (side trip to Siena), Arezzo, 
Perugia and Rome (take side trips to 
Tivoli, the Alban Mountains, and the 
mouth of the Tiber). At least ten 
to twenty days should be spent in 
Rome and good arrangements can be 
made en pension for a stay of this 
length. From Rome a trip may be 
made to Naples and side trips should 
be made to Pozzuoli, Mount Vesuvius, 
Capri, Sorrento, Amalfi, and Salerno. 
From Naples the visitor retraces his 
steps to Rome and takes a night train 
for Pisa. Genoa is the next point of 
interest ; from Genoa the return trip 
may be made by way of Turin and the 
Mont Cenis tunnel, or the trip may 
be made along the Riviera to Mentone, 



Monaco (Monte Carlo) and Nice; 
from Nice there is a spendid train 
service to Paris. From Paris the re- 
turn may be made to London by way 
of Calais and Dover. The expense of 
a railroad ticket second class, first 
class on the steamers and first class in 
Italy, will be about $150.00-$160.00, 
depending on the length of the side 
trips, etc. Any tourist agency will be 
glad to quote prices for similar tours, 
and one of the largest have quoted us 
the figure named, which is, however, 
subject to change as are all rates. This 
will make a fine trip for the summer 
and fall, assuming that passage is 
taken about the first of June. To make 
this trip comfortably, including a stay 
of two weeks in England, at least four 
months would be required from New 
York back to New York. Assuming 
that the passage money for the round 
trip is $200.00, the total cost of this 
trip would be somewhere between 
$750.00 and $900.00, depending on 
hotels, the number of carriage rides 
taken, etc. With $750.00 economy 
would have to be practiced, but for 
$900.00 the trip could be taken on a 
very liberal scale. Twenty years ago 
it was possible to make a trip of this 
kind as low as $660.00, but the cost 
of ocean transportation has somewhat 
increased. It is of course, possible 
to make large additions to a trip of 
this kind ; with time and money such 
side trips as Vienna or Sicily and tours 
among the French chateaus, can be 
made. 

PERSONALLY CONDUCTED 
TOURS 

Where personally-conducted tours 
are cited some correspondence should 
take place -with the tourist agency. 
The following questions should be 
asked and answered before booking : 
"What class" of steamer accommoda- 
tions? Inside — outside room, number 
in stateroom?" "Does the rate include 
all meals?" "Does the rate include a 
trunk, and if so of what weight?" 
"Does the rate include the transport 
of hand-baggage from the railway car- 
riage to hotel room?" "Are landing 
and embarking fees included?" "Are 
fees to hotel servants included?" Some 
programs fully advise as to these 
points as well as just what an excur- 
sion includes. Plenty of spending 
money should be allowed, say 7 to 10 
per cent, of the amount involved. Fees 
to stewards on steamers are not usually 
included, but they are in some cases. 



34 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



and the organizers of the trip will not 
be slow to announce this fact when it 
is included in the sum total. Many 
tours giving specific times, steamers, 
etc., are included solely to enable the 
prospective traveler to get a rough 
idea of what may be expected for 
about so much money. Remember 
that all rates are constantly changing 
and the fares quoted are subject to 
alteration without notice. This point 



expense seems to be about the same 
except in the case of Egyptian, Holy 
Land tours, and "Around the World" 
tours, when both the expense and 
trouble are very much decreased by the 
personally conducted tours. 

The large steamship companies often 
have tours which make immense sav- 
ings with great comfort. These are 
usually called '"Cruises." It is always 
better to have a comfortable berth in a 




THE BAND 

Is an institution liked by many travelers on the German Steamers 



cannot be too strongly borne in mind. 
Some of the tours given include no 
prices, as the itineraries will be 
changed more or less by the traveler. 
With this information in mind the 
reader will have little difficulty in 
spending his money to the best ad- 
vantage. The question of tours is the 
most perplexing and delicate with 
which the writer has had t« deal in 
this book. 

There are a number of tourist 
agencies of the highest class which 
carry out their engagements to the 
letter. Many travelers, however, claim 
that they prefer to go by themselves 
or in selected parties of friends. The 



steamer with electric light and electric 
fans and attentive stewards, than to 
be in a vermin-infested hotel of a type 
which does not appeal to American 
visitors. 

Some tourist agencies charter entire 
steamers for extended voyages, par- 
ticularly for trips to the Mediterra- 
nean and the Orient. Thus we find 
that a German Lloyd steamship was 
chartered for a trip extending from 
February 5 to April 19, 1910, a tour of 
73 days," costing only $400.00 and up- 
ward. Smaller excursions are run 
each year from New York and some- 
times from Boston. It should be con- 
sidered that a boat of this size, 13,200 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



35 







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36 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



tons, is the most comfortable ship for 
a long cruise. This price includes 
shore excursions, guides, drives, hotel 
accommodations, fees and all necessary 
expenses. It gives ample time, 24 
days, to Palestine and Egypt. The 
trip is arranged so that the travelers 
can spend 16 days in Egypt and a 
week in Palestine, or a fortnight in 
the Holy Land and 9 days in Egypt. 
Many single rooms are provided .for 
in these excursions at an expense of 
$500 and upwards. 

The cost of the cruise provides 
also for the return by a number of 
first class express steamers if a stop- 
over is desired in Europe. Excursions 
of this kind offer unique advantages. 
In the first place, there is no un- 
certainty as to hotels, meals or rail- 
roads. The party is under the charge 
of very competent directors and con- 
ductors. It is possible with excursions 
of this kind, for small parties of 
friends to keep together as much as 
they like, so that there is no feeling 
of the ordinary "personally conducted" 
tour. Lectures and entertainments are 
given at sea during the cruise, and 
sometimes there are a number of 



events ; thus on March 30 we find the 
following schedule : 

10 A. M.— Travelers' Club. Topic- 
Egypt. 

2.30 P. M. — Progressive Bridge 
Whist. 

8.30 P. M.— Lecture, "Rome, Ancient 
and Modern." Farewell Concert by 
the Musical Club. 

This is certainly enough for one day 
at sea. 

The question of personally conducted 
tours is an interesting one, and the 
traveler must decide for himself. They 
are recommended, however, to women 
traveling alone. In any event this 
book will be useful on the sea even if 
"personally conducted." We have be- 
fore us as we write, the programme 
of tours of the largest company in the 
business. We find tours which grade 
from $1,165.00 for 89 davs down to 52 
days' tour as low as $310.00. The 
Hamburg-American Line, the North 
German Lloyd, the White Star and 
other lines run cruises annually. Get 
a programme, which is freely sent with 
full particulars on application. 



EDUCATIONAL TOURS. 



There are a number of people who 
combine instruction in art and litera- 
ture with traveling in their tours. The 
following is an example of a tour for 
ladies offered by an artist, Mrs. Fanny 
Rowell, 15 Gramercy Park, New York 
City. The expense of the entire tour 
is $700. The party started on April 
16, 1910, and New York is supposed to 
be reached on July 9. This will give 
some idea of * what may be expected 
in a first-class tour of this kind, with 
advantages of the best guides, car- 
riages, etc. 

Leave New York Saturday, April 16th, 
on S. S. Barbarossa (11 a. m.), North German 
Llyod Mediterranean liner, pass the Azores, 
entering Spain by Gibraltar, cross to Tan- 
gier; return to Algeciras, Spain, Ronda, 
Bobodilla, Grenada — The Alhambra, Sevilla, 
Cordova, Alcazar, Madrid, Toledo, Saragossa, 
Barcelona. Leaving Spain by the Southern 
Frontier to Marseilles, France, Riviera, Nice, 
Monte Carlo, Monaco, Genoa, Italy. May 
12th, by North German Lloyd steamer to 
Naples, remain until 18th; Capri — Sorrento, 
Amain, Pompeii; Rome. 19th — one week. 
May 26th, Siena; 28th, Pisa to Florence, 
June 2d, Padua to Venice. 7th, Through Tyro- 
lean Alps. Coaching — Bellino, Pieve di 
Cadore, Corteno, Toblach. 14th, Inns- 
bruck, capital of Tyrol. 16th, Munich, 
capital of Bavaria, Passion play, Ober- 



ammergau, 19th. 20th, Vienna, 25th, Prague 
to Dres.den. Berlin, 27th, 28th, 29th. 
Hamburg, 30th, reaching New York by 
new large S. S. Cincinnati, Hamburg- American 
line, July 9th. 

BARGAINING. 

Except in England, bargaining is 
almost universal, except in the very 
large shops, like the Bon Marche, in 
Paris. In Italy there 'are few fixed 
prices. 

A chair has been designed to prevent sea- 
sickness.' This chair has been actually 
tested on a voyage and a number of passengers 
who were badly upset by the pitching of the 
ship declared that while they were in the 
chair they felt no bad effects whatever, but 
when they no longer used it, the seasickness 
in some cases at once returned, although not 
in others. The chair is operated by a motor 
which serves to give the seat and back motion; 
the long movements of the yessel are thus 
broken up and are constantly interrupted by 
brief movements in the opposite direction, 
thus counteracting the causes which produce 
seasickness. 

Remember that the purser only carries a 
limited supply of foreign currency and that 
he can only exchange money for passengers 
to a limited amount. Do not calculate to do 
any more than pay your ship's account with 
steamship checks if you use them. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



37 



STEAMSHIP OFFICES. 

The list (pages 38-39) has been pre- 
pared with great labor. It contains 
the names and addresses of all of the 
Steamship Companies having offices in 
New York City. The list gives the ad- 
dresses of the offices, ,the location of 
the piers, whether in New York prop- 
er, in Hoboken, or in Brooklyn, also 
the telephone numbers of the piers. 
While every effort is made to make 
this list as full as possible, it should 
be mentioned that changes are likely 
to occur at any time. The telephone 
numbers have been very kindly revised 
by the Directory Department of the 
New York Telephone Company. Of 
course, if the telephone numbers have 
been changed, "Central" will be glad 
to give the new numbers — ask for 
"Information." If you use this book 
after it is more than a year or eighteen 
months old, dating the time from April 
15, 1910, the regular telephone book 
should be consulted before calling, as 
neither the writer nor the telephone 
company can take any responsibility 
for call numbers after about a year, 
as changes are very numerous, addi- 
tional exchanges being installed from 
time to time and old numbers being 
assigned to new subscribers after 
about a year. 

STEAMSHIP COMPANIES IN BOSTON 

Allan Steamship Co., 110 

State 
Am. Hawaiian S. S. Co., 9 

Doane 
American Line, 84 State 
Anchor Line, Bromfield, cor. 

Wash 
Atlantic Transport Line, 84 

State 
Cunard Steamship Co., 126 

State 

Wharf, East Boston 
Dominion Line, See White 

Star Line, 84 State 
French Line Steamers, 306 

Wash. 
Hamburg- American Line, 90 

State 
Holland-America Line, 84 

State 
Leyland Line, 84 State 
Leyland Steamship Line, E.B. 
North German Lloyd S. S. 

Line, 83 State 
Red Star Line, 84 State 
Royal Mail Steam Packet 

Co., 200 Washington 
St. John, Boston & Cuba S. 

S. Co., 221 Board Trade 

bldg. 
United Fruit Co., Long Wharf 

City Passenger Office, 200 

Washington 

900 Board of Trade bldg. 

General Office. 



Main 


7044 


Main 


2245 


Main 
Fort Hill 


4930 
1472 


Main 


4930 


Main 


4353 


E. Bost. 

Main 


110 
4930 


Main 


1860 


Main 


7144 


Main 


4930 


Main 
E. Bost. 
Main 


4930 
135 

854 


Main 
Main 


4930 
3956 


Fort Hill 


2390 


Main 
Main 


6920 
3956 



Main 3956 Ward Line, 200 Washington 

Fort Hill 1500 Warren Line Boston to Liv- 
erpool, 110 State 

Main 4930 White Star Line, 84 State 

Chasn 27 Dock, Pier 43, 44, Charles- 

town 

Main 4930 Wilson & Furness Leyland 

Line, Ltd., 84 State 

Chasn 112 Charlestown 

Main 2493 Wilson Line Steamers, 203 

Chamber Commerce 

The following is a list of the New 
York offices of various railroads 
abroad, with addresses and telephone 
numbers : 



Telephone. 

Barclay 7100 v 

Frankln 2681 

Frankln 2241 

Frankln 4470 

Frankln 4330 

Mad.Sq. 6368 

Mad.Sq. 4630 

Mad.Sq. 4630 

Mad.Sq. 4630 

Mad.Sq. 4630 

Mad.Sq. 4630 

Mad.Sq. 4630 

Mad.Sq. 3452 



Main 



6456 



Name and Address. 

Midland Railway, 245 
Broadway. 

Great Western Railway, 
355 Broadway. 

Great Central Railway, 
355 Broadway. 

Netherland State Rail- 
roads, 355 Broadway. 

Great Eastern Railway, 
362 Broadway. 

Swiss Federal Railways, 
241 Filth Ave. 

Italian State Railways, 
281 Fifth Ave. 

International Sleeping 
Car Co., 281 Fifth 
Ave. 

North Chinese Railway 
Co., 281 Fifth Ave. 

Austrian State Rail- 
ways, 281 Fifth Ave. 

Trans-Siberian Railway, 
281 Fifth Ave. 

London and South- 
western Railway, 
281 Fifth Ave. 

London and North West- 
ern Railway, 287 
Fifth Ave. 



The following addresses will be 
found valuable for those who wish to 
plan tours, to look after banking mat- 
ters, etc. : 

Name and Address. 
American Express Co., 

65 Broadway. 
Davies, Turner & Co., 

forwarders, 24 White- 
hall St. 
Pitt & Scott, forwarders. 

60 Pearl St. 
Allison, Alexander D. 

D., 45 Broadway. 
Clark, Frank C, Times 

building. 
Clark's Tours, Times 

building. 
Cook, Thomas & Son, 

245 Broadway. 
Cook. Uptown Office, 

1200 Broadway. 
Cook, 5th Ave. Branch, 

563 5th Ave. 
Cook. Mad. Ave. Branch, 

649 Madison Ave. 



Telephone. 


Rector 


3900 


Broad 


2617 


Broad 


1551 


Rector 


4254 


Bryant 


4417 


Bryant 


4417 


Barclay 


7100 


Mad.Sq. 


3070 


Mur.-hil 


3553 


Plaza 


1407 



38 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



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SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



39 



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Broad 4715 
Frankln 1940 
Uroad 4715 
C'tland 5113 
Gramrcy 359 
Styvsnt 1082 
Bryant 788 



Lenox 



498 



B'kman 4863 
Broad 4715 
Mad.Sq. 5432 
Mur.-hil 123 
Gramrcy 372 
Mur.-hil 1464 
Frankln 4470 
Broad 6002 
Bryant 1933 
Mad.Sq. 6270 
Columb. 4797 
Columb. 4797 
C'tland 4057 
Mad.Sq. 3628 
Rector 3730 



De Potter Tours, 32 

Broadway. 
Frank Isaac, 347 Broad- 
way. 
Gastineau, Edmond, 32 

Broadway. 
Gibson Tourist Co., 99 

Nassau. 
Gillespie-K i n p o r ts, 1 

Madison Ave. 
Harris, Louie J., 142 E 

14th. 
Hodgman's European 

Auto Tours, 25 W. 

42d. 
International Traveling 

& Money Exchange 

Co., 1*196 2d Ave. 
Keewaydin Camps Co., 

150 Nassau. 
Manley, R. M., 3L 

Broadway. 
Marsters, G. E., 31 W. 

30th. 
McCann's Tours, Broad- 
way & 34th. 
Mc C 1 u r e ' s Tourists 

Agency, 44 E. 23d. 
McGrane's Catholic 

Tours, 505 Fifth Ave. 
Netherland State Rys., 

355 Broadway. 
Northern Tourists Bu- 
reau, 18 Broadway. 
N. Y. Tourists Agcy., 

Times building. 
Raymond & Whitcomb 

Co., 225 5th Ave. 
Royal Tourist Car Co., 

Broadway & 62d. 
Royal Shop, 80 West 

End Ave. 
Smith, Aiming J., 149 

Broadway. 
Tabet's Tourists Agcy., 

389 5th Ave. 
Weinacht, Richard, 59 

Broadway. 



For other addresses see the classified 
business - directory, or the. classified 
telephone book. This is usually pro- 
duced only on request at pay stations, 
and is called the "Red Book." No 
apology is at all necessary for publish- 
ing lists of this kind as the informa- 
tion conveyed is intended to help the 
prospective traveler. 

CONSULATES IN NEW YORK. 

Telephone — Broad 1178, Chinese Con- 
sulate, 18 Broadway. 

Telephone — Broad 5949, Colombian 
Consulate, 24 State St. 

Telephone — Broad 5552, Consul Gen- 
eral of Costa Rica, 66 Beaver St. 

Telephone — Broad 1217, Consul Gen- 
eral of Denmark, 130 Pearl St. 

Telephone — Broad 321, Consul of 
Guatemala, 2 Stone St. 

Telephone — Broad 334, Consulate 
General of Bolivia, 2 Stone St. 



40 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Telephone — Rector 3714. Consulate 
General of Ecuador, 11 Broadway. 

Telephone — Broad 1498, Consulate 
General of Norway, 17 State St. 

Telephone — Broad 1549, Consulate 
General of Panama, 18 Broadway. 

Telephone — Broad 2115, Consulate 
General of Peru, 25 Broad St. 

Telephone — Broad 4999, Consulate 
General of Spain, 18 Broadway. 

Telephone — John 459, Consulate Gen- 
eral of Venezuela, 1 Liberty St. 

Telephone — Broad 3559, Consulate 
of Nicaragua, 66 Beaver St. 

Telephone— Worth 2319, Consulate 
of Paraguay, 309 Broadway. 

Telephone — Rector 1313, Dominican 
Consulate, 31 Broadway. 



Telephone — Broad 5902, Honduras 
Consul, 66 Beaver St. 

Telephone — John 1108, Japanese Con- 
sul, 60 Wall St. 

Telephone— Murray Hill 4695, Per- 
sian Consulate General, 501 5th 
Ave. 

Telephone — Spring 6185, Russian Con- 
sulate General, 22 No. Washington 
Square. 

Telephone— Broad 6099, Swedish 
Chamber of Commerce, Produce Ex- 
change Annex. 

Telephone — Broad 6619, Turkish Con- 
sul General, 59 Pearl St. 

Telephone numbers subject to 
change, but "Central" will give 
changes. 




AMBROSE CHANNEL LIGHTSHIP 



PIER PERMITS 
It is a mistake to suppose that your 
friends can come on to the pier to 
meet you on arrival in New York, al- 
though it is true that they can meet 
you at the exit of the pier. In order 
to go on a pier and be present while 
the baggage is being examined requires 
a permit from the Collector of the 
Port, countersigned by the Surveyor 
of the Port. Such permits can be se- 
cured by sending a letter to the^ Col- 
lector of the Port stating the name 
of the steamer which it is desired to 
meet, and the probable day of arrival ; 
stamps should accompany this appli- 
cation. Applications may be made in 
person in Room 241, Custom House, 
Bowling Green. According to rule 
only two permits are given to meet 



each passenger, but there is usually 
great latitude in the enforcement of 



N» S9!i CUSTOMS SERVICE. 

(Sffire nf % fmrupgnr. $nrt nf SCrm flork. 



"Admit within customs- lines on pier of Steamship 



BERLIN __ 




LARKSON, 
urveyor. 



cting Secretary. 



FACSIMILE OF PIER PERMIT 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



41 



the rule, and it is not likely that an 
application will be refused. Take no 
bags or parcels to the pier and stand 
clear when the inspectors are working 
on your friend's baggage. While it 
is quite a good deal of trouble to get 
one of, these permits, the advantage of 
meeting dear friends fully an hour be- 
fore they will see them otherwise al- 
ways makes the effort worth the while. 
Permits to meet the incoming vessel at 
Quarantine are given only in extreme 
cases, and they should not be asked 
for except in such extraordinary 
emergency as fatal illness, etc. 

VISITING STEAMSHIPS 
It is usually possible to visit a 
steamer the day before sailing, and it 
is always possible to go on board an 
hour or so before sailing to say good- 
by to friends. It is the practice of 
some companies to issue a permit to 
visit a ship any time when she is in 
port. 

When a vessel sails early in the 
morning, friends of passengers should 
go on board and say good-by during 
the evening. Where the vessel sails 
at a reasonable hour, say nine or ten 
o'clock in the morning, or in the af- 
ternoon, visitors are welcome. They 
should, however, leave promptly when 
the bugle or whistle sounds and when 
the stewards make their call in the 
passage : "All ashore that are going 
ashore." Visitors who are carried 
awav from the pier are likely to find 
their return by the way of a tug 
or the pilot boat disagreeable. In 
extreme cases passengers who have 
been delayed are sometimes put on 
board the steamer in mid-stream from 
tugs. Do not trust to this, however. 
Be in New York or other port of de- 
parture the day before. You will save 
much anxiety by doing this, and you 
will also be sure of your baggage. Do 
not trust to Sound or coastwise 
steamers to make connections for you. 

HOW TO GET TO HOBOKEN. 

The stranger who is within our 
gates is often bothered to know how to 
get to Hoboken, where three large 
steamship lines dock : namely, the 
Hamburg-American, the North Ger- 
man Lloyd, and the Holland-America 
lines. If you go by carriage or auto- 
mobile you can go by Barclay Street 
Ferry, Christopher Street Ferry, or 
Twenty-third Street Ferry, the latter 
being the nearest to the Grand Cen- 
tral Station and the new Pennsylvania 
Terminal at Thirty-third Street and 



Seventh Avenue. The Fourth Ave- 
nue cars transfer to the Twenty-third 
Street cars, so that the trip can be 
made from the Grand Central Station 
in thirty minutes. From the new 
Pennsylvania Terminal, take the Sixth 
Avenue car and transfer at Twenty- 
third Street to cars going west. Ac- 
cording to the rule, only four auto- 
mobiles can be carried on one ferry- 
boat, so that ample time should be al- 
lowed. There are other routes which 
can be taken by those who are very 
familiar with the city, but their use is 
not advised for strangers. The tunnel 
routes to Hoboken are especially rec- 
ommended. The running time from 
Twenty-third Street and Sixth Ave- 
nue is only seventeen minutes, or fif- 
teen minutes from the Hudson Ter- 
minal Building, Fulton and Church 
Streets, New York City. The fare in 
the tunnel is five cents, the cars are 
clean and well lighted, and the service 
is very frequent. Those who leave the 
Pennsylvania Station in Jersey City, 
can get to Hoboken in a few minutes 
by taking the proper train. The il- 
luminated signs make it almost impos- 
sible to take a train going in the 
wrong direction. Passengers arriv- 
ing by the Erie Road can also be 
taken to Hoboken by the tunnel. The 
most convenient way for passengers 
arriving at the Grand Central Station 
to reach Hoboken piers is to take a 
subway express train to Fulton Street, 
and then walk one block west to the 
Cortlandt Street station of the Hud- 
son and Manhattan Tunnel Co., there 
taking a tunnel train to the Lacka- 
wanna Station at Hoboken. The en- 
tire running time may be usually fig- 
ured at thirty-five minutes, but steam- 
er passengers should take no chances, 
and at least an hour should be allowed. 
Those who live in Brooklyn can take 
the subway under the East River to 
Fulton Street, and then walk over one 
block west to the terminal of the Hud- 
son and Manhattan Tunnel Co. and 
take the train to Hoboken. When you 
come out of the ferry house at the 
tunnel station in Hoboken you should 
proceed north ; any person around the 
ferry house will be glad to show the 
direction. The walking in the street 
along the front of the piers is apt to 
be very bad in winter and in stormy 
weather. The first piers are those of 
the Hamburg-American Line, then 
come those of the North German 
Lloyd Line, and finally the Holland- 
America Line. 



42 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



ENGAGING STEAMSHIP PASSAGE 



The cost of a first-class passage to 
Europe varies with the line and the 
season of the year. Vessels of the first 
class command a very high minimum 
rate even "out of season." At the 
'time of writing it is hardly possible 
to obtain a first-class passage for less 
than $87.50, on good ships, and good 
accommodations will cost $110.00 to 
$125.00 on other than Mediterranean 
steamers. The choicer cabins bring 
extremely high prices, and it is noth- 
ing unusual to find accommodations 



than the express steamer which races 
through the water at a high rate of 
speed with constant vibration. The 
number of passengers is also much 
more limited and there is more room 
for promenading and for the steamer 
chairs. Those who wish to rest at 
sea should bear this in mind. The 
traveler who desires comfortable 
lounges, palm-gardens, Dutch cafes, 
gymnasiums, and Turkish baths, elec- 
tric baths, etc., should be willing to 
pay some $25.00 or more extra for 




THE "KAISERIN AUGUSTE VICTORIA" OF THE HAMBURG-AMERICAN LINE 



which are a thousand dollars or more 
for cabins for one or two persons. 
There are many factors connected 
with the price of staterooms; the 
time of passage must be considered, 
for every increased knot of speed 
means a vastly increased coal con- 
sumption, which is almost inconceiv- 
able to the layman ; the saving of a 
day in passage may mean double coal 
consumption. The costliness of ships 
must also be considered. It naturally 
costs more to travel in a vessel which 
hjs involved the expenditure of 
$<. 000,000 than in a comparatively 
small and cheap ocean liner costing 
five or six hundred thousand. A 
slower boat. with large freight-carrying 
capacity is often more comfortable 



each passage. The proper plan to 
pursue is to write to the New York 
office of the five or six principal 
trans-Atlantic lines. The intending 
traveler will receive courteous letters 
accompanied by diagrams and with 
price lists of all staterooms ; this will 
enable one to select accommodations 
within his means. The minimum fares 
which are charged when accommoda- 
tions arc available are given beyond, so 
apply early if you are seeking low 
fares. 

Berths are usually not considered 
engaged unless secured by a payment 
of 25 per cent, of the passage money, 
and never less than $25.00 per berth 
for first cabin accommodations. The 
balance of the passage money, both 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



43 



outward and return, should be paid 
and the receipt surrendered at least 
three weeks prior to the date sched- 
uled for the. sailing from the port of 
New York. Otherwise the company 
reserves the right to dispose of such 
reserved accommodations to others 
and the sum paid is forfeited if the 
engaged berth or berths have not been 
resold. In case of sickness or death 
the company usually refunds all ex- 
cept agent's commission. In case of 
necessity the lines have the right to 
substitute some other steamer or 
steamers, and even change the date of 



money, unless notice is given not later 
than three weeks previous to sailing, 
or the accommodations have been re- 
sold. When passengers are kept from 
sailing by misadventure, the company 
usually allows them to sail on other 
steamers of same line. A steamship 
company is a business corporation, and 
their good nature, which is large, 
should not be imposed upon. 

Prepaid tickets are good for a year 
and are not transferable, and may 
be extended by paying the difference 
between the rate in effect at the date 
of issue and date of sailing. Each 



*kjfejia>i^ •& °}s± 



mU-s^'^i'H' H' u*. *&!jA?jtej&. 



No.'' 

■ fHH»Kv 



North German Lloyd S.. S. Co. 

FrRST.CA-Bi'N Ticket. . Berth 

< ' WT TRANSFERABLE. " ' . Stateroom No . £ Z 

..'■.. Received $*H?': .-..'........ . . 'tor the bass&e 



.'fH-r-- *J'.t4^e £#'.* 



v- 



Children lw» , i * 10 j 
Infant uotltfr i year 



>y -unforeseen, circumstances-, 

?portat;on atickel 61 the Railway Compart) 



It Is .mutually agreed that this ticket 
the folWwint corfditions : ■ - ' 



lei by the North Uermen Lloyd S, S. Co. and accepted by the 



New York, 



O.EL.RICHS & CO./tk 



PASSENGERS ARE URGENTLY REQUESTED to ha«e ikeir U931 



•PIER BEFORE GOING ABOARD THE STEAMER 



F'.'-'orf -the •■ North German Lloyd Steamship GEORGE 'WASHINGTON 

• ' to sail '^'6- '3~-fc\;/?/G 'it /<= o'clock'^,: M.', frorn North' German Lloyd Piers, ;n rioboken, N.J.. 



FACSIMILE OF FIRST CABIN TICKET 



sailing without notice, and passengers 
have no claim or demand upon the 
companies except for a refund of the 
amount paid on account of the ac- 
commodation reserved. When apply- 
ing for berths, either by mail or wire, 
the name of the steamer, date of sail- 
ing, the number and sex of passen- 
gers, and the desired class of accom- 
modations should be stated. Passen- 
gers who do not sail on a steamer for 
which they have engaged accommoda- 
tions, or purchased a ticket, will for- 
feit fifty per cent, of the passage 



company has special rules for the can-. 
cellation of such tickets. 

Return tickets may be extended by 
paying the difference between the rate 
in effect at the date of issue and date 
of sailing. There are special regula- 
tions relative to cancellation which 
mav be learned by addressing the com' 
pany issuing the ticket. 

Interchangeable Return Tickets. — 
The return portion of first and second 
cabin round trip tickets is available 
for return passage by any of the fol 
lowing lines, provided the tickets have 



44 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



been issued by one of the other lines 
or at the option of the holder will be 
accepted for passage bj T any of the fol 
lowing lines : American Line, Atlan 
tic Transport Line, Austro- American 
Line, Cunard Line, Dominion Line 
French Line, Hamburg-American 
Line, Holland-America Line, Leyland 
Line, North German Lloyd, Red Star 
Line, White Star Line. 

Provided — 
(a) There be room vacant on the 
steamer by which the passen- 
ger desires to sail. 



(d) In the event of the original re- 
turn ticket calling for trans- 
portation on a specific steamer 
or date, the transfer cannot be 
made unless application for 
transfer is presented more 
than 28 days before such spe- 
cific date, unless the passen- 
ger, at the time of making 
application for transfer, pre- 
sents the authority of the Line 
for which the original return 
ticket was issued, for the 
transfer being made. 



HOLLAND-AMERICA LINE=Carrier «-«™- 



3 Bl&chentriuA 



ouithiuio Terloma) 

' iKuncl. Operaiueeti 



jfirst Cabin IReturn flbassaoe Contract 



9 /£* 



MUST BE S1QNED 



-S_ 



from ROTTERDAM-BOULOCNE-SUR-MER. 



ftt^ ^^^ T 



£?^ f£#-lbsfcH^>f_ 



-r-^^Adul«.»_=rChl.«««niJ=l^ 



Th^umo'l^Se^ 



It iff flDUtualtp HflrCC& by and bd*«n 
i. Neither uid carrier nor the v/iid nor Us cv 
act of Cod 



baggage ct property, nbuij 
uihet v-nJ, Irom ii/bbcii, 
shafla or any latent defect 



TERMS OF CONTRACT WITH PASSENGER. 

e agents or ■ 



be responsible for low or delay cf or Injury to, any pawngrr or his 

"an of the steamer or of any 

opparje ot labor ; from ciplowon, bursting o( boilers, breakage o( 

>ng at the time of shipment or sailing on the voyage or thereafter 

veisel seaworthy ; nor for any loss or damage arising from the nature of the goods 



r r.,-.-i, b : 

*!,. though existing at the time of shipment 
sscl seaworthy ; nor for 
: ol marks, address or description, 






se, lo transship the paasengcis and (heir baggage by any other stel 
audi trinnhipment »)ull bo at Uie ruk of the fauengci, provided rcai 

TERMS OF CONTRACT CONTINUED OVERLEAP 



1 by ihe prolongatior 



No.1fi273 



Embarkation Slip 

FIRST CABIN RETURN PASSBOC CONTRACT 



HOLLAND-AMERICA LINE 




AOE 






















nSf5"l|l •>— - fflfTTi )l f / ^o — 


*""'"' *""""'' 




TOTAL .rfe.. u ,„ — _M— 


Namo of A e 























REDUCED FACSIMILE PREPAID TICKET 



(b) All the conditions in the ticket 

and regulations of the carry 
ing line shall be accepted and 
binding on the passenger, 
whether they are contained in 
the original return ticket 
which the passenger holds or 
not. 

(c) That the passenger pays the dif- 

ference, if any, between the 
value of the accommodation 
called for and the value of the 
accommodation he selects in 
the steamer by which he 
travels. 



(e) 



In the event of the passenger se- 
lecting accommodations of a 
lower tariff rate than that 
shown on the original return 
ticket, the difference between 
the value of the accommoda- 
tion called for and the value 
of the selected accommodation 
will be refunded by the carry- 
ing Line, less 10 per cent. 



First and second cabin return tick- 
ets issued by any of the above men- 
tioned lines will also be accepted for 
passage by any other of them, subject 
to the usual conditions. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



45 



Return tickets and prepaid tickets 
issued at a certain rate will only be 
available for transportation covered 
by such rate. 

Holders of such tickets desiring to 
sail on a steamer or in accommoda- 
tions fpr which a higher rate is in 
force will be required to pay the ad- 
ditional fare, or in case lower priced 
accommodations are engaged, the dif- 
ference will be refunded, subject to the 
company's rules. 

Return accommodations may be se- 
cured through the company's general 
passenger offices, either by cable or 



pay second class rates, but have ac- 
cess to the first cabin accommodations. 
If interested, write the company for 
their rates and rules. 

feuch is in brief about all the gen- 
eral information which can be given 
on the subject of the securing of berths 
or staterooms. The practice of the 
various companies is so widely at va- 
riance that nothing more of a gen- 
eral nature can be given. Each com- 
pany employs a corps of correspond- 
ents who are entirely familiar with 
the transportation business and whose 
pleasure it is to reply fully regarding 




THE OPEN AIR CAFE IS A FEATURE ON THE NEWER BOATS 



by letter; if by cable, at passenger's 
expense. If a passenger is prevented 
from sailing on a steamer for which 
return accommodations have been re- 
served, a transfer to an earlier or later 
steamer can be made by applying to 
the company's general passenger of- 
fice, provided application for this 
rransfer be made not later than three 
weeks previous to departure of the 
steamer on which berths had originally 
been reserved. 

On some lines servants accompany- 
ing first cabin passengers, if they have 
access to the first cabin accommoda- 
tions, must pav a special rate, which 
will be made known on application to 
the company. On other lines servants 



such special information as the cost of 
transporting bicycles, automobiles, 
dogs and other animals, excess bag- 
gage, and transportation of infants ; 
special regulations as to children, etc. 
It is very difficult in compiling a 
book of this nature to avoid a suspi- 
cion of partiality. The editor does 
not recommend any particular line or 
any particular steamer. It is mat- 
ter for individual judgment and usu- 
ally the passage money paid is ;i sat- 
isfactory criterion of the accommoda- 
tions which may be expected. The 
annexed table shows the number of 
cabin and steerage passengers landed 
at the port of New York for the year 
1909 by all the principal steamship 



46 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



lines. The relative number of cabin 
passengers carried has, of course, a 
certain bearing on the standing of the ' 
line. Thus, a line bringing over six, 
eight, or ten thousand passengers, is 
much to be preferred to a line that 
only carries three, four, or five hun- 
dred first cabin passengers a year. In 
nearly all cases the smaller number of 
passengers indicates lower rates. As 
the names of the agents are given, and 
they all have offices in New York 
City (the addresses being given else- 
where), they can be readily addressed 



tion is made, or steamers are carry- 
ing very few passengers. The steamer 
companies should in all cases be 
written .to before it is assumed that 
accommodations at the minimum rate 
can be supplied. The big tourist 
agencies also sell tickets by all lines. 
While the prospective traveler is 
assumed in the majority of cases to 
embark at New York, still the infor- 
mation given applies to other ports 
as well. The maps of harbors include 
Portland, Boston, Philadelphia. San 
Francisco and Seattle. The list of 




THE SECOND CABIN WRITING ROOM 
Is prettily furnished; on the walls are found French prints and mirrors 



for rates, information as to baggage, 
sailings, etc. All of these agents have 
telephones and may be communicated 
with by those living in New York or 
the immediate vicinity by this means. 
It is hoped that this table, which is 
official, may prove of considerable 
value to the intending traveler. 

The succeeding table of general rates 
is subject to change without aViy no- 
tice whatever, and the editor and pub- 
lishers disclaim any responsibility for 
the information which is herein con- 
veyed. In a general way, however, it 
is valuable as showing average mini- 
mum rates. It is of course not pos- 
sible to obtain accommodations at 
these rates unless very early applica- 



steamers plying from other ports is 
covered as far as possible, but changes 
are very apt to occur which cannot be 
guarded against in a work of this 
kind. See chapter on "Statistical In- 
formation." 

A new service between New Orleans and 
Hamburg will shortly be inaugurated by the 
Hamburg-American Line. This will divert 
a Dortion of the immigration business into 
the Southern States. Although the sea jour- 
ney is considerably longer, the passenger 
rates will be the same. 



The piers and breakwater are being com- 
pleted at Fishguard. This will enable ships 
to come alongside and embark passengers 
and mail on Saturday night instead of having 
to wait five or six hours at Queenstown, 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



47 



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48 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



TERMINAL PORTS AND PORTS OF CALL OF PRINCIPAL TRANS- 
ATLANTIC STEAMERS. 



STEAMERS SAILING FROM NEW YORK. 



Line 



Eastern 
Terminal Port 



Ports of Call. 



Eastbound 



Westbound. 



American 

Anchor 

Atlantic Transport 

Cunard* 

Fabre S. S. Co 

French Line (Compagnie 
Generate Transatlan- 

tique) 

Haniburg-Amer 



Holland-Amer 

Italian Royal Mail S. S, 
Co. (Navigazione 
Generale Italiana).. . . 

North-German Lloyd S. 
S. Co..... 

Red Star 

Scandinavian- American 
White Star 



Southampton 
( llassow 



(D) 
(D) 



London (D) 

(Tilbury Dock) 
Liverpool (D) 

Fiume (D) 



Marseilles (D) or (T) 

£ Havre (D) 

Hamburg 

(Cuxhaven) (D) or(T) 

Hamburg 

(Cuxhaven) (D) orJT) 
Genoa 



Plymouth (T) 

Cherbourg (T) 

Moville (T) 
(Londonderry) 



Queenstown 

Gibraltar 

Naples 

Trieste 

Genoa 

Naples 



(T) 
(T) 
(T) 
(D) 
(T) 
(D) 



Rotterdam 

j- Genoa 

Bremen 

Genoa 

Antwerp 
Copenhagen 
Liverpool 
Southampton 

Genoa 



(D) 

(D) 

(D) 

(D) 

(D) 

(D) 
(D) 
(D) 
(D) 

(D) 



Plymouth (T) 

Cherbourg (T) 

Dover (D) 

Gibraltar (T) 

Naples (T) 

Boulogne-sur-MenT> 



Naples 

Plymouth 

Cherbourg 

Gibraltar 

Naples 

Dover 

Christiania 

Queenstown 

Plymouth 

Cherbourg 

Gibraltar 

Naples 



(T) 

(T) 

(T) 
(T) 
(T) 
(T) 
(D) 
(T) 
(T) 
(T) 
(T) 
(T) 



Cherbourg (T) 

Moville (T) 

(Londonderry) 



Queenstown (T) 

Palermo (D) 

Naples (T) 

Gibraltar (T) 

Naples (D) 



Cherbourg (T) 

Dover (D) 

Boulogne (T) 

Dover (D) 

Palermo (T) 

Naples (T) 
Boulogne-sur-Mer (T) 



Naples 

Southampton 

Cherbourg 

Naples 

Gibraltar 

Dover 

Christiansand 

Queenstown 

Cherbourg 

Naples 



(T) 

CD) 
(T) 
(T) 
(T 
(T) 
(T) 
(T) 
(T) 

(T) 



STEAMERS SAILING FROM BOSTON. 



Line. 


Eastern 
Terminal Port. 


Ports of Call. 


Eastbound. 


Westbound. 


Cunard 


Glasgow 

Liverpool (D) 
Liverpool (D) 
Liverpool (D) 
Genoa (D) 


Moville (T) 
(Londonderry) 
Queenstown (T) 

Queenstown (T) 
Gibraltar (T) 
Naples (T) 


Moville (T) 
(Londonderry) 
Queenstown (T) 


Leyland 

White Star 


Queenstown (T) 
Naples (T) 
Azores (T) 



Allan Line. 



Canadian Pacific R'way 

Atlantic S. S. Lines... . 

Dominion Line 

Donaldson Line 



STEAMERS SAILING FROM MONTREAL. 



Liverpool 
London 
I Liverpool 
t London 
Liverpool 
( ilasgow 

"D"- 
"T"- 



(D) 
(D) 
(D) 
(D) 
(D) 
(D) 



-Passengers landed at Docks or Piers 
-Passengers landed by Tender 



SUKNTll'ir AMERICAN HANDBOOK OF TRAVEL 



49 



TERMINAL PORTS and PORTS OF CALL Of PRINCIPAL TRANS-ATLANTIC 

STEAMERS Cont muni. 



STEAMERS SAILING PROM PORTLAND, MB. 



., Line. 


Eastern 
Terminal Port, 


Ports of Call. 


Eastbound, 


Westbound, 




Liverpool (D) 











Amerioan l^im 
Red Star Line 
Allan I vino 



STEAMERS saiuno hium PHILADELPHIA. 



Liverpool (D) 

Antwerp (l>) 

Liverpool (D) 



Leyland Line. 



STEAMERS SAILING FROM nkw ORLEANS, 



Liverpool 
London 



(1M 
(D) 



•' D" Passengers landed at Docks or Pierg 



THE SECOND CABIN 



The question of the second cabin is 
an interesting and important one. in 
1909 there -were 1.30,017 firsl cabin 
passengers landed at the Port of New 
York, while there were 1.67,252 second 

cabin passengers landed in the same 

period. This would lend to indicate 
that the second cabin was deservedly 
popular among a large class, it should be 

remembered, however, that the second 

cabin is more largely used by persons 

who are emigrating to the United 
Stales and who cannot afford to pay 
for the accommodations in I he first 

cabin. There are, however, a consider- 
able number of tourists whose means 
will not permit of their traveling in 
the first cabin, and who find the sec- 
ond cabin an excellent substitute. 
About the only feeling which can be 

expressed about the second cabin \h 

that the passenger does not have the 
run of the ship as do the first cabin 

passengers, although the quarters 

which are assigned to them are far 
from being restricted on modern ships. 
The staterooms in the second cabin arc 

irreproachably clean and are equipped 

with everything needed for comfort; 

there are electric lights, electric bells, 

ample facilities for washing, and the 
stewards are attentive, although the 



service cannot be expected to be of as 

high grade as in the first cabin where 
the fees to t ho stewards are larger. 

it is safe to say that the average ac- 
commodations on all of the modern 
liners are fully as good as (he first 
cabin accommodations of 20 years ago, 
Where (he rale paid was from $80.00 
to $100.00. This opinion has been 
formed Only after an examination of 
the second class accommodations on a 

number of ships and after consulta- 
tion with a number of shipping men. 
The food given tO the second cabin 
passengers is excellent and is far 
Better than can be had in many hotels 
in the United Stales. The second 

cabin catering does not contemplate 
the supplying <>f hot house grapes at 

$1.25 a pound, artichokes, or similar 
delicacies, which the average traveler 
does not gel at home very often, but. 

still there is an abundance of meats, 

poultry, fish, and other food. The 
following bill of fare is taken from 
the menu card of the second cabin of a 

large liner, and this table is satisfying 

enough for any one except those who 
are in the habit of living on a more 

expensive scale. 



50 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



BREAKFAST. 

Grape Fruit French Plums 

Apples Cereal ine 

Oatmeal Porridge — Fresh Milk 

Fried Sole Codfish Cakes 

Sirloin Steak— Fried Onions 

Grilled Bacon 

Calf's Liver — Fines Herbes 

Fried Eggs 

Boiled Eggs to order 

Lyonnaise Potatoes 

Mustard and Cress 

Hominy Cakes — Golden Syrup 

White and Graham Rolls 

Soda Scones Vienna Bread 

Jam Marmalade 

Tea Coffee Cocoa 

DINNER. 

Thick Ox Tail 

Pickerel — Cornichons 

Fricassee of Rabbit — Yorkshire 

Chicken Cutlets — Regence 

Haunch of Mutton — Soubise 

Corned Brisket of Beef and 

Vegetables 

Boston Squash Rice 

Boiled Potatoes 

COLD:— Galantine of Veal ' 

Farina Pudding 

Apple Tart Shrewsbury Cakes 

Pineapple Peanuts 

French Plums Cheese 

Crackers Tea Coffee 

TEA. 

HOT 
Grilled Yarmouth Bloaters 
Welsh Rarebits — to order 

Ragout of Venison 

Broiled Cambridge Sausage 

Mashed Potatoes 

COLD 

Corned Leg of Pork 

Ribs of Beef 

Lettuce Pickles 

Rhubarb and Custard 

Sultana Cake 

Marmalade Preserves 

Tea Coffee 

Ladies traveling alone will find the 
second cabin a very pleasant place. 
Music rooms, lounges, etc., are pro- 
vided for the second cabin passengers. 
The saving is very material as will 
be seen by a perusal of the tariff lists 
of the various companies. On some 
of the smaller steamers there is only 
one class of cabin passengers. This 
is usually referred to as "cabin class." 
This is to all intents and purposes 
first cabin accommodations at second 
cabin rates. A passage of this Rind is 
preferable to the second cabin, as 
there is more liberty, passengers hav- 
ing the run of the ship. The second 
cabin has its own music room, library, 
smoking room and usually its own 
barber. Baths are always provided as 
in the first cabin. 



3RD CLASS ACCOMMODATIONS 

The third class is a new form of 
accommodation and is provided only on 
certain vessels of certain lines. The 
rate is somewhat higher than the 
steerage and is a good deal less than 
the second cabin. Most of the re- 
marks concerning the steerage apply to 
third class as well. The third class 
is not recommended for the use of 
American tourists. 

STEERAGE 

On most lines and on most ships the 
steerage is the third class, although on 
some lines, or rather on some 
steamers of some lines, there is a class 
intermediate between the second cabin 
and the steerage, called the third class, 
which may be looked upon as a kind 
of "improved" steerage. Accommoda- 
tions in the steerage are almost as good 
at the present day as second class ac- 
commodations of twenty years a^o. All 
of the stories of overcrowding, un- 
sanitary surroundings, etc., are not 
true as regards the principal lines, 
and the Government inspection both 
here and abroad is most rigid. The 
steerage is not recommended for the 
use of tourists, and those who cannot 
afford accommodations in the second 
class should postpone their visit until 
such time as they can afford to 
travel comfortably. The steerage is, 
of course, a boon to. hundreds of thou- 
sands of immigrants. In the year 
1909, 771,380 persons were landed 
from the steerage at the Port of New 
York by thirty-four lines. The food 
is excellent as will be seen by the 
annexed bill of fare : 

SAMPLE BILL OF FARE FOR 
ONE DAY. 

Breakfast, 8 a. m. 
Oatmeal Porridge, Milk and Syrup, 
Boiled Eggs, Vegetable Stew, 
Swedish Bread and Butter, Hot 
Rolls, Jam or Marmalade, Tea, 
Coffee or Milk. 

Dinner, 1 p. m. 

Soups, Beef Steak, Kosher Beef, Roast 
Mutton, Beans, Potatoes, and 
Vegetables. Bread, Pickles, Plum 
Pudding and Sweet Sauce. 

Tea, G p. m. 

Boiled Eggs, Corned Beef, Bread and 
Butter, Currant Buns, Tea, Jam 
or Marmalade. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



51 



LOWEST OCEAN RATES 

To and from New York, English and Continental Ports. 
(Subject to change without notice.) 



Lines. 



American Line 

SSs. New York, St. Paul, St. Louis and Phila .... 

Philadelphia-Liverpool Steamers 

Atlantic Transport Line 

SSs. Minneapolis, Minnehaha, Minnetonka and 

Minnewaska 

Anchor Line 

SSs. Columbia and Caledonia 

SS. California 

SS. Furnessia 

Cunard Line 

SSs. Lusitania and Mauretania 

SSs. Campania and Lucania 

SSs. Carmania and Caronia , 

Boston-Liverpool Service ' 

All steamers 

Mediterranean Service 

SS. Carpathia 

SS. Pannonia 

French Line 

SS. La Provence ." 

SSs. La Savoie and La Lorraine 

SS. La Touraine 

La Bretagne and La Gascogne 

Chicago 

Floride 

Fabre Line 

SS. Madonna 

All other steamers 

Hamburg-American Line. 

SS. Deutschland.. 

America and Kaiserin Aug. Vic 

Cleveland and Cincinnati 

Moltke and Blucher 

President Lincoln, President Grant and 

Hamburg • 

Pennsylvania and other steamers 

Mediterranean Service 

SS. Moltke 

SS. Hamburg 

SS. Batavia 

Holland-America Line 

SS. Rotterdam 

SS. New Amsterdam 

SS. Noordam and other ships 

Italian Royal Mail Lines 

SSs. Verona, Ancona Taormina 

Duca Degli Abruzzi, Europa, Duca de 

Genova, Oceania and America 

Brasile, Italia, Argentina 

Liguria and Lazio 

Philadelphia-Mediterranean Service 

All steamers 

North German Lloyd 

SSs. Kronprinzessin Cecilie and KaiserWilhelm II 
Kronprinz Wilhelm and Kaiser Wilhelm der 

Grosse 

George Washington 

Prinz Friedrich Wilhelm 

Grosser Kurfiirst 

Barbarossa and other ships 



First Class 

To or f rora 

Europe 



)2.50 



82.50 

72.50 
67.50 



SSs. 

SS. 

SS. 



SSs. 
SSs. 
SSs. 
SSs. 

SS. 



125 00 

102 . 50 

97.50 

82 50 

80.00 
72.50 

107 . 50 

97.50 
87.50 
77.50 



SSs. 

SSs. 
SSs. 



SSs. 

SS. 

SS. 
SS. 
SS. 



80 00 
75.00 

120.00 

112.50 

95.00 

92.50 

87,50 



92.50 
87.50 



105.00 
92.50 
82.50 

70.00 

80.00 
70.00 



70.00 

122 . 50 

120 00 

112.50 

97 50 

92 . 50 

87.50 



2d Class 

To or From 

England 



$50.00 
45 00 



47.50 
47 50 
45.00 

62.50 
52.50 
55.00 

47.50 



62.50 
57 . 50 
52.50 
52.50 

52.50 
52.50 



62.50 

62.50 
60.00 
55.00 
52.50 
52.50 



2d Class 
To or From 
Continent. 



$57 . 50 



65.00 
65.00 

62.50 
60 00 
57.50 
52 . 50 
57.50 
50.00 



67.50 
62 . 50 
55.00 
57.50 

57.50 
55 00 

6500 
6500 
65.00 

6000 
55.00 
52.50 



6500 
65.00 
6500 



67.50 

67.50 
65.00 
60.00 
57.50 
57.50 



52 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



LOWEST OCEAN RATES. (Continued) 




Lines 


First Class 

To or From 

Europe 


2d Class 
To or From 

England 


3d Class 

To or From 

Continent 


North German Lloyd — Continued. 

Mediterranean Service — SS. Berlin 


$97 . 50 
87.50 

95.00 
82.50 




$85.00 






65.00 


Red Star Line 

SS. Lapland 


$57 . 50 
52.50 


57.50 


Philadelphia-Antwerp Service 

All steamers 


52.50 
55.00 


Scandinavian American Line 

All steamers 


75.00 

112.50 
107 . 50 
92.50 
97.50 
82.50 
72.50 

82.50 
80 00 

82.50 




60.00 


White Star Line. 

SS. Adriatic 


55.00 
55.00 
50.00 

52.50 
47.50 


60.00 


SS. Oceanic 


60.00 


SSs. Majestic and Teutonic 


57.50 


SSs. Baltic, Cedric and Celtic 




SS. Arabic 




Boston-Liverpool Service SS. Cymric 




Mediterranean Service 

SSs. Romanic and Canopic 




65.00 


SS. . Cretic 






Boston-Mediterranean Service 

All steamers 




65.00 









The above are the lowest or minimum rates from port to port. Through rates to London or 
Paris should be made by adding to the above rates the following railroad rates of class and from 
desired port: 

From Liverpool to London : 1st Class, $7.00, 2d Class, $5.05; 3d Class, $4.00. In connection 
with Second Class ocean tickets a 3d Class rail ticket is furnished for $2.50. 

From Plymouth to London: 1st Class, $7.50; 3d Class, $3.75. 

From Dover to London: 1st Class, $4.75; 2d Class, $3.15. 

From Southampton to London: 1st Class, $2.75; 2d Class, $1.75; 3d Class, $1.40. 

From Cherbourg to Paris: 1st Class, $8.75; 2d Class, $6.25; 3d Class, $3.60. 

From Havre to Paris: 1st Class, $5.60; 2d Class, $4.00; 3d Class, $2.50. 

From Boulogne-sur-Mer to Paris: 1st Class, $5.50; 2d Class, $3.70. 

Rates for higher-priced cabins will be~ quoted on request by any Steamship Company or 
Tourist Agent. 




STEERAGE DINING ROOM 

is far from an unattractive place 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



53 



HOW TO CARRY FUNDS 

"Put money in thy purse" — Iago. 

Funds may be carried : 1 — In cash. 
2 — Letters of credit. 3 — Express checks. 
4 — Steamship company checks. 5 — Cir- 
cular notes. The amount of cash which 
is carried should be for use on the 
steamer and on landing ; rarely will 
more than $50.00 be required. 



LETTERS OF CREDIT 

For sums of $500.00 and over, letters 
of credit are recommended. They can 
be obtained from any banker against 
the deposit of a proper sum plus a fee 
of usually 1 per cent., except where 
the amounts are very large. The letter 
of credit includes a letter of identifica- 
tion which must be signed by the 



CIRCULAR LETTER OF CREDIT. 

^)°. s /b 13,683. 
rvltenteTzS 




.m 




(B) JOur K l^>^,^Ai^M:^Z(^S0S 



<§> 






\rR yfa/Oe^tbUnAocluce^b? 



■T 



>yu^ay 



s 

S curncwyn 

s 



<fe^/20O~ SE 







&^/Mess?s BROWN, SH iPLEYa Co. 

; 123 I^LLl>fALTl,I^N:DONvi£2^V^^ 



\ ycmdel Qfyteuv?/ (fyu>t£u ^ 5 ^^^^^^w^i2?- J %I3 f 6 83 
■$ /GU^/urno^ i^ulcmdonj^ 30 - — ■ — 






FAC-SIMILE OF A LETTER OF CREDIT 
Making money available anywhere in the world 




54 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



owner, who will also sign blanks which 
are sent to the principal correspond- 
ents of the bankers abroad. The letter 
of credit can be presented at various 
banks and brokers all over the world 
at any reasonable hour and the owner 
is required to sign a draft for the 
amount. The signature is then com- 
pared with the signature on the letter 
of credit and the amount is paid over 
plus exchange — if any. If the balance 
of trade is in the right direction an 
exchange of fifty or sixty cents for 
each ten pounds drawn is not unusual, 
except in Great Britain and Ireland 
where drafts are paid pound for pound. 
Letters of credit should be very care- 
fully guarded the same as money, as 
in the case of loss all the correspond- 
ents would have to be notified, the ex- 
pense of which is very great. A proper 
carrying case is provided by most 
bankers issuing letters of credit. 
Letters of credit can be issued to two 
or more persons if desired. Applica- 
tions for letters of credit should be 
accompanied by letters of introduction 
from a bank or some well-known firm 
and such letters should bear the sig- 
nature of the bearer as a means of 
identification. One of the largest 
firms of bankers whose letter of credit 
we reproduce, has the following terms 
of issue : 

"(a) Against Cash Payment at our 
posted rate of Exchange for Demand 



Bills on London and a commission of 
1 per cent. — Any unused balance will 
be refunded at our posted rate of Ex- 
change for Demand Bills on London. 

(b) Against Satisfactory Guarantee 
of Repayment as drafts appear. — 
Commission, 1 per cent, only on 
amount used. 

(c) Against Deposit of Cash. — In- 
terest allowed on daily balances sub- 
ject *to arrangement. Commission, 1 
per cent., payable on amounts used. 

(d) Against Deposit of Approved 
Collateral. — Commission, 1 per cent., 
and drafts charged in account in the 
same way as in method "c." Interest 
or dividends on these securities col- 
lected for one-quarter of 1 per cent, 
and credited in account. 

Under Credits issued against guar- 
antee, cash deposited or satisfactory 
collateral, the drafts will be converted 
into dollars, in London, at the buying 
rate of exchange on New York. 

The Dollar Credits will be found 
convenient for travelers in all parts 
of North America, as well as in Cuba 
and Porto Rico." 

Remember that Letters of Credit are 
issued for a specified time which is 
agreed upon at the time of securing 
same. No funds can be drawn after 
the time limit has expired without 
special arrangements or a new letter 
is issued. For particulars consult the 
bankers. 



CIRCULAR NOTES 



Circular notes or travelers' checks 
in $10.00, $20.00, $50.00 and $100.00 
denominations are another form of 
express and steamship company 
checks issued by reputable tourist 
agencies. The checks are practically 
the same, but a letter of identification 
often accompanies it the same as a 
letter of credit. All of these methods 
of carrying funds are considered safe, 
but great care should be taken not to 
lose any of them. There is little diffi- 
culty in exchanging money at banks 
or exchange offices at any seaport 
where there is trans-Atlantic trade. 
Owing to a peculiar law it is not 
possible to give fac-similes of foreign 
coins, although a coin dealer* may 
publish such illustrations in his cat- 
alogue. In other words, in the very 
books where the information would 
tend to prevent the cheating of 
visitors, no reproductions can be given 
owing to some absurd idea that this 
would benefit counterfeiters, whereas 
as a matter of fact the coin catalogues 



would be much more useful to counter- 
feiters. They would not be liable to go 
to either one, as the fac-similes would 
not be good enough for this purpose. 
The following. charts give the prin- 
cipal gold and silver coins of Great 
Britain, France, Germany, Holland, 
Norway, Sweden and Denmark, and 
owing to the peculiar law cited above 
ir. is not possible to do more than give 
the actual size of the coins, the metal, 
the denomination in coin currency, and 
the equivalent in American money. 
The importance of these charts will be 
recognized by old travelers who have 
often made mistakes on' landing, espe- 
cially with English and French money : 
the half-sovereign and the sovereign 
being very much alike except as to 
size. The 5-franc, the 10-franc and the 
20-franc pieces are also very often 
confused. It is not thought necessary 
to give reproductions as to size of the 
copper coinage. The English penny, 
half-penny and farthing being compar- 
atively well known, there is little 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



55 







H^ 


C3O0COCOCO 










co co 


i-i co C5 cs oo 




CM-*0 


per and 
el Coins 
and 

oximate 
talent in 
. Money. 


lO i-H <N 


Oi as 


OOOHCO 




OOr-i 


^ o o o 


O i-i 

o o 


^oooco 


S© 


ooo 














(-1 








Cop; 
Nick 

Appi 

• Equi' 
U. S 


£ 

Far- 
thing. 

Half 
Penny. 

Penny. 


Sou Or 
5c. 

2 Sou o 
10c. 




CO 
ft 

O 


ci ci ci 

ihJwt— 1 H(N 

CM 






w|o 


Hid 








CO^CO CO 00CO CO 


co co co io 


CO CO CO lO 




OOOHNiO 


w -2— >> 


ae O CM -# 00 ON "-H 
" -Htq ■* COO CM 


efiCiClOO CO 
W O--HC0CT> 


s^OCS GO CO 


«© 


CM^OOOO 


eS^ OJ 


ooH(Nn«o 


Sliver Coi 

and 
Approxim 
Equivalen 
U. S. Mon 


T-H 








r-l 


£ 

3d. 
6d. 

Is. 
Florin 

or 2s. 

i Crown 

or 2s. 6d. 

4s. 

5s. or 

Crown 


O y-. «*-< (h 
OPINIO 


d . . • 

/— , <4-1 <4-t *+-< 


ci d d ci 3,3 

^oioooO 

H(N"3 Hn 
1-1 <M 


Coins 
nd 

•ximate 
alent in 
Money. 


CO ' CO 


rococo 


CO CO 




.-H CM 


m co co 

^ ■* 00 
CM ■* 


^ 05 O500 
iHCO 


ffi O M 

I-H CO 


e© 


o o 

CM H< 












Gold 

a 
Apprc 
Equiv 
U. S. 


£ 

Half 
Sov'gn 
= 10s. 

Sov'gn 
= 20s. 


GO 
U 

a >ooo 

OS ^CM 


CD 

o 

coo 

oS i-h CM 
u 


d 

CO 

3 


iO O 

i-H 




fa 


fa 


O 






CNiO lO 












COCOCOcM'OOlOO 


»oooo 


OiOOOO 




M»O00OCMOOOOO 


Notes 
nd 

ximate 
alent in 

Money. 


COCOCOCOCOCOCN'O 
m -# 00 i> CO CO CO CO CO 


cocoioo 

^C5 Ci CO CO 


opcocoioo 

^COCft O5COC0 


6© 


OOOhhNtIHOOO 


*OtOO^OOOHN 


CM ■* Gi *# 00 N CO CO 


i-H OCTi 


1-HOiCi 




rHr-lCMcM-<JI00cMOO 


CMrPCi-^OO 


T-H 


1—1 




i-H CM"* 


CM-* 




















Bank 

a: 

Appro 

Equiv 

U. S. 


lOOOOOOOO 


ooooo 


dooooo 


CO 


OiCOOOOOOOO 


u HNiOOOOO 
^ HCNiOO 


fliOOOg 


CWOOOo 


T3 


-icM'tf'OcOOOOOO 


C3 HKJO 

fa 


CS i-H «0 o 

fa 


3 
O 


i-H <M CO *o CO 


<BGQ 




CO 
OS 


CO 




CM 

o 


Standard. 

Monetary 

Unit, and 

pproximat 

alue in U. 

Gold. 




rH 


Ci 




■* 


Gold. 

Pound 
Sterling: 

$4.866i 


Gold, 
anc: $0. 


Gold, 
anc: $0.1 




Gold, 
den: $0. 


<> 




M 
fa 


fa 




3 
o 




fc 












t— i 








cd 


w 


< 








q 


kH J 


H 


FRANCE. 

= 1 Franc, 
e 25.) 


a 




^^ 


COUNTR 

MONEY TAB 


REAT BRI 
1 Penny. 

Shilling. 

£1. 


EELGIU 
= 1 Franc. 




etherla: 

(HOLLAND. 

Gulden. 




O II rH || 


M 

to oS 


to 




5 






v a 


23 




II 




S> » S, 


a. 


a 






a a, a 


.— . co 


+3 




5 




'•3 2 S 


c o 


a 




a 




O 1 ^ 


a) 




0) 




tn a) ^3 


O 




O 




r °3 P-l 0Q 
fa 

M CM O 


o co 


o 




o 




OQ2 


o 




o 




■* i-h CM 


T— 1 V 


rH 




T-t 



56 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 









COCO COcN 








(N»C (N^< 


(N-* OO 


CSOS 0000 




CNIOIO 


M 0> fl * 


OO —i<N 


OO CN^i 


OH CO-* 




fi.S e3^> 01 


^OO OO 


^OO OO 


^OO OO 


e@ 


OOCN 
OOH 


Copper a 
Nickel Co 

and 
Appro xim 
Equivalen 
U. S. Mon 






















copper. 
Ip. 
2p. 

nickel. 

10 


bronze. 
Ih. 
2h. 

nickel. 
lOh. 
20h. 


copper. 

5c. 

10c. 
nickel. 

20c. 

25c. 


as 


1 
2 -2-2 >> 


OS 00 CD"* 


C0CO"D 


CO co »o 




os os 


ne >-H CO t^ i-i OS 


!fi OO-H 

93 <N -#0 


^OS 00 CO 

"»H CO OS 


as 


(M COCN -*OS 


.Q B3+i « 


OO— I <M"* 


ver Coi 

and 
proxim; 
uivalen 
S. Mon 


- 


T-t 








U 

o 


u 

o _ _ . 


o3 c3 c3 




as 


~ a ov-' 

CO <fiW 


aS£HSS 

H«i-i <N CO »C 


i_;cGcn >> 


U '- U 


as 

o 


OiOO C^HIN 
HNiO O 
u 




O 


rt 


i-l en »o 












»o 






Coins 
nd 

iximate 
alent in 

Money 


00 CD 


(N CO-* CO 


co co co 




■^OOCO rP 


^ co r- 


m CO O IN O 


qbOS OS 00 


e# 


cocCco oi 


<N Th 


t-H (NC0 "* 


<-i co 




r-KNlO <M 












T5 OS H > . 




^ b 








o a-3 m 


03 


o . ° . 


as 


as 


"Joo ta 




Tt<^io°o-«E: 


.JjiO o o 





03 ^ CN 


P rH oi 


o 







3 


o o 

H IN 




A 


Q 








iO 




00 




CSCOOOO 


CO COiOOO 


COCOIOOOO 




COtJHOOOOOO 


otes 

mate 
nt in 
»ney. 


—it^OSGOO 


OO--HC0O 


OS OS CO CO »o o 




CN CO CO ■* 00 O O 


«© rH^I^HCOOO 


^w^oom 


^ hososcoco 


m 


O t-i (M CO CO Th 00 


rtiMcO 


r-<<NO 


HOO 




"-HCNCOCO 


(N 


<M 






>-t<N 


k N 
and 
roxi 
vale 
. Mc 
























c 




M 




Ban 

App 
Equi 
U. S 


8 icoooo 

'C NiOOO 


0) o ooc o 


• lOOOOOO 


as 


HiOOOOOO 


ChMiOOO 


£ .-HiOOOO 




hiOOOO 




O hO 


.a rtioo 


o 

M 


HlOO 


T3 WO si. • 


00 

CO 


co 
o 


CO 

os 




00 
CO 


mdar 
netar 
lit, an 
roxini 
e in U 
Gold. 


Gold, 
k: $0 


o 
"o 


o 

u 

£ 'c3 




2 m 
"o 

O J3 


+* 3 ^ ft3 


u 


c 


O 2 




c 


cogp org 


a 


o 


p 




O 


«!}> 


S 


M 






M 












M 












rt 






* 






«1 

|2i 






t>< 






H 






tf 






p 






< 








FRY 

TABLE 












^ 


h3 






< 




Z ^ 


Ph jj 


>J £3 




Iz; 


«1j S3 


< o 


^ a 




w 


o a 


s ^ 


l-H £ 


<; 




Q 2 


o 2 

3 


w II 


CO rH 
P II 


II 










< 1 


| 




rH 




"a 

a 


73 






^ II 




0) 


"as 


c 
as 




£ £ 




Ah 


w 


O 




£ ° 




o 


o 


o 




o s 




o 


o 


o 




-7 ° 






-H 


H 





SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



57 



^3 

o 



w 
H 

I— I 

P 

o 

Q 

o 

p 

w 

o 
>H 

o 

Ph* 
p 
o 









10 »o 




lO io 




NiflN 




N"3N 




T-H CO CO 


S© Ot-hCO 

ooo 


e# 


000 

OOO 


per ai 

:elCo 

and 

roxim 

ivaler 

. Mon 








03 




6 


a-3 afl»2 


02 o 

a <d t-hcn»o 


03 
N 

c 
o 


•=rH<NiO 

a 




o o 


Ph 


03 




W M 


^2 


O 


03 5.S £ 


U) 8 ifl 




Tt<00- l> 


^ O O O t-h t-i (M ifj <N iO 


e© 


l>THt^ <ygG0 


er Coin 
and 
roximai 
valent 
. Mone; 


t-h COOO ^o 








03 











o3 

03 


a 

,-H<MiO -- 


M <HP 


a HHCqN»00 |3 


03 
43 


fl 




'* "* 


Ph 


03 
O 




N © U3 N 




IO lO 


.. rt . 


iO 00 T-I J> 


lOOMiOO <£>COCO<N 


Gold Coins 

and 

Approximate 

Equivalent ii 

U. S. Money. 


^ (N CO iO t> 


^OOOOt^iO OO0000 




OHMt*iO HCCJl 






T-H 


03 *-"d "d 

-t; ,o ° a o a a 


_GcO 

3 ' 


t-h ninoofl 


•H« l-H 


fl^ 


02 T-H(M<N 




o 



Ph 




iOiO»C *Cl 




10 




rt^NiONiOOO 




WiOOOO 




lO»OiOT-HG0t^-^iO 




OOCOCOiOO 


„ 03 fl >> 








8 "S"" 5? 
4S «+f fl 


^ HdlONlOHh- 


6© 


t*i OO COCO 


HNiOiO 




HffiOl 


° ss° 


<M 




T-H 


^1^ 














Bank 

a 

Apprc 

Equiv 

U. S. 


03 

03 HMIOOOOOO 


o3 
4^ 


00000 


■7! t-i CN id o o 


03 


WOOOC 


-2 ^"^ 

3 


03 
03 


rtioq 




Ph 1 


Ph 


T-H 


0202 


IO 






T-H 


Standard 
Monetary 
Unit, and 
pproxima 
alue in U. 
Gold. 


lO 













2 § 

o 

d 

Ph- 


"o 

O 


m 

03 

02 
03 


<> 




03 

Ph 


H 








^ rf 












fc 


of 


<r^ 03 


l-H 


-fj 


° S 


m -2 
p P3 

Ph - 1 


02 


02 
03 

03 

Ph 


o ° 




t-H 




II 




II 




03 
02 




03 
O 




03 








a 

o 




"■+3 . 

a 

03 
O 




O 


[ 


O 




O 


1 


O 




»"" ' 


1 


l-H 



</3> 

02. "73 

gco 

03-« 

a o> 

03 
02 J- 

gO 

o3-rj 

m a 

02 o3 

+3 03 
03 

°'S 

03 p 



02 
03 , 

h2|« 

• -< O 42 

. 03 t-i 

flH M^ 

*S so 

03- 1 

l£° 

^l| 
os^^i 

03 St=5 
10 2 o3 
03'-3-^ 



^ O 

^§^ . 

S w ° d 

" 03 -..d 
•— I 3 9 

^1 

r/j 03 

O o3 oj O 



■8-9 

>,° 

JQ oj 
»5 

M 03 
C > 
03 

-a 2 

L a P 

-J2-3 

03^ 

0.2 

-^ o 

03 



02 

TM V. 

o w 

^•^ 

A? « 

d 02 . 
av^ d 
dfe o 
c? -43 

^ BJ.9 

03 O 

. 02 fl 



^ 03 



02 73 



d 

02 ^rdj 

d-p S 
c 1 1 03 
^.2i M 



03 02 



o 



J3 
-^73 d 

0"d r-. 
-^•-^ 

TM 02" 

O O 02 
fe 03,— 
^ >H o3 

ts 02 a 

M.o3 



o3 dPn 
' .03 






d 02 t, 

— 32 42 



■^ n * o 
£<a§d 
M 02" d o o 

>> 2 o3T3 2 



>^d-£ s 

"c;g< 
Sh o3^3 
d X+f 

02 02 d 

03 S^h w-cJ fl ,9 
g r"£^ 02- -" 

s-Su o oItA ^ i 

o o.S ,„ « 
^ fl 5-2 * 



<5 



MglS-i 



fl O O -r-O 



-. |ho 

l> ° S O ^-fl^T) 

02 -(J 

o "2.S 

(-. - - 

03 03 a 



58 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



. 



ENGLISH MONEY 





GOLD 



a 



GOLD 



Sovereign £05. =4.86 Half Sovereign 

JOS. = $2.43 





SILVER 

Crown 5 3=|UI 




SILVER SILVER SILVER 

HalfCrown 2/2S.=6l4 Florin ES.=46* Shilling 1S.= 24$ 





SILVER 

6D.= 12 4i 



SILVER 

3.D- 6<f 



FRENCH MONEY 





GOLD 
OOLU <OFr.--#j.93 

20 Fr -#3.66 



GOLD 



SILVER 

5Fi: s 96$ 




SILVER 

2FK =r 3©<t 



Copyright 1910 by Munn & Co., Inc. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



59 



FRENCH MONEY GERMAN MONEY 

CONTINUED 




SILVER 

1 FK « I 9 t 




SILVER GOLD 

l kfr= 10 * 20.M.-4476 

5o ceistia-i es <!* 



COLD 




SILVER 

5M. = $M9 



SILVER 

3M.= r2<t 



SILVER, 




SILVER SILVER NICKEL NICKEL 

J.M.= 24* «/2M=ll* IOPf = 2'/2<t 5Pf. =»/4* 



DUTCH 

(HOLLAND) 

MON 




GOLD 

10 Gulden, 

= #4.02 



Copyright 1910 by Munn & Co.. Inc. 



60 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



DUTCH (Holland)MONEY 

CONT IMU E.£> 




SILVER 

272 Gulden ^1.05 



SILVER 

1 Gulden ="40<fc 



SILVER 

l /2&ulden~2o$ 






SILVER 

25CenhsCDUTCH)= 10$ 



a SILVER 
1 Cen hs (dutch );4<^ 



K SILVER 
5CenhsCourcM;=2^ 



PRINCIPAL COINS OF 

NORWAY SWEDEN & DENMARK 





GOLD GOLD 

fOKronOK--|2.68 5Kronorr$ 134 





SILVER 




. SILVER 

1 Krone -24t 



SILVER SILVER SJLVER 

500re=i2<fc 250re-6£ )oo0re = 2<|: 



Copyright 1910 by Munn & Co., inc. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



61 



chance for the visitor to be cheated 
with these coins. The same thing ap- 
plies to the French 2-sou and 1-sou 
pieces. The German copper coins of 
the value of 2-pfennig and 1-pfennig 
are seldom used by the traveler. The 
Dutch. * coins of the value of 2^ cents 
(Dutch) equal to 1 cent; and the even 
smaller coinage of 1 cent and % cent 
are not much used, and are only valu- 
able to give to children to keep them 
out of the way when you do not care 
to have them in photographs. The 
bronze coins of Norway, Sweden and 
Denmark are not used to any extent 
by tourists. The ducat, a coin equal 
in value to $2.24, is not generally ob- 
tainable, and it would therefore seem 
that it is out of circulation to some 
extent. The 20-kroner piece is not in 
circulation at the present time. The 



five-pound notes. American money is 
also accepted. Do not try to use 
American money in England outside 
the principal seaports, as even banks 
view it with suspicion, or rather the 
dense ignorance of the clerks leads 
them to refuse our paper money, al- 
though it will be accepted "for collec- 
tion" in London, which service is of 
no avail to travelers who need money 
for immediate use. 

STEAMSFIIP COMPANY CHECKS 

Nearly all steamship companies is- 
sue checks which are available the 
same as express checks and letters of 
credit. These have the advantage of 
being cashed at the offices of the steam- 
ship companies at hours when banks 
are not open, and they may be cashed 
in moderate amounts on the steamer 




STEAMSHIP CHECK 



silver coinage of Greece should be re- 
jected, as these coins do not pass cur- 
rent in France. A careful comparison 
of coins the first few days after land- 
ing will save the traveler much ex- 
pense and trouble. 

FUNDS ON BOARD 

Where additional passage money is 
paid for extra accommodations, chair 
hire, freight, etc., the payments should 
be made in cash as the purser is not 
authorized to receive checks. A purser 
has a limited amount of money to cash 
circular notes, etc., of Ms oivn line. 
It is not safe, however, to depend on 
this. At least $25.00 should be carried 
in American money and foreign money, 
preferably English gold : the largest 
sums will be carried in the form of 



for obtaining funds for use during the 
voyage. Hotels will usually cash them 
if the amounts are not too large. Ad- 
ditional amounts can be secured by 
cable, the money being deposited in 
New York and the checks issued by 
the steamship office abroad. In case 
of loss new checks are issued upon 
satisfactory proof of ownership and 
the execution of a bond of indemnitv 
with proper security. Checks not used 
are redeemed at full price. The 
charge is usually Y2 of one per cent., 
but this may vary. 

Gibraltar serves as a port of call for the 
Imperial Mail steamers of the East Asian 
service of the Norddeutscher Lloyd; also 
for the steamers of the Italy-New York 
service; both on the outward and homeward 
passages. 



62 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



EXPRESS CHEQUES 

The American Express Company is- 
sue express cheques which are avail- 
able to bankers all over the world. 
These express cheques are in conven- 
ient amounts of $10.00, $20.00, $50.00, 
etc They can be purchased at any of 
the offices of the express company 
either here or abroad. Letters may be 
forwarded to their correspondents 
abroad. All travelers should write the 
company at 65 Broadway, New York, 
for information relative to travelers' 
checks, also their "Notes of Interest" 
and "Cable Code" for travelers, which 
is a duplicate of the one printed in 
this book. This will enable you to 
leave a copy at home. This literature 
is furnished gratis and is recom- 
mended. 



them by giving them a share of their 
business either in the transmittal of 
funds or the purchase of steamship 
and railway tickets. 

Letters in regard to mail or telegrams 
should be on sheets separate from com- 
munications on other subjects. Mar- 
ried ladies, to prevent delay in the for- 
warding of their letters and telegrams, 
should state both their own and their 
husbands' given or Christian names 
when requesting the offices to transmit 
such matter. 

Enquiries regarding reforwarded mail 
matter and telegrams will be promptly 
attended to at the Company's offices in 
Europe. Patrons should bear in mind, 
however, that the Company is not ac- 
countable for such matter after mailing. 

The post office departments through- 
out Europe do not assume responsibility 
for the prompt transmission of mail 




Opheb 0? mk'tfm t 




w^rwHM-araErtiMR pirn 







i 

EXPRESS COMPANY'S CHEQUE 



SENDING LETTERS ABROAD 

Be sure and give all of your friends 
instructions to forward their mail care 
of a banker or tourist company, or the 
American Express Co. from whom you 
purchased tickets, etc. Great care is 
taken with mail and it is forwarded 
according to instructions. Select an 
office of these companies in some large 
city and have all the mail sent there, 
and give this office specific informa- 
tion as to your movements. The fol- 
lowing advice is given by the American 
Express Co. relative to the forwarding 
of letters and telegrams, also the reg- 
istered cable addresses. Duplicate 
lists will be found in their "Notes of 
Interest" which will be mailed by the 
company on request. Cablegrams 
sent through them should be arranged 
for in advance. Travelers are natur- 
ally expected to patronize companies or 
bankers who perform services for 



matter : and will not answer enquiries 
concerning the delivery of newspapers. 

Patrons requesting Company's offices 
in Europe to open and reforward by 
wire their cablegrams and telegrams, 
will be expected to deposit against, 
charges. In the absence of such deposit, 
cablegrams and telegrams will be refor- 
warded by mail, unopened. 

In going out of harbor, letters may be 
given to the pilot for mailing, when he 
leaves the vessel after taking her out. 

Letters and telegrams for delivery to 
passengers on board ocean steamships 
should be addressed as follows : 

"Mr 

Passenger S. S 

New York City, N. Y.," 

"Boston," "Liverpool," or whatever the 
port may be and the envelope should 
also show name and address of sender. 
The following are the offices through 
which business can be transacted with 
registered cable address : 

ANTWERP, 7 Quai Van Dyck, 

"AMEXCO" 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



63 




64 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



BOSTON, 43 Franklin St., 

"FINAMEX" 
BREMEN, 139 Am Wall, 

"AMEXCO" 
BROOKLYN, 611 Fulton St., 

"AMEXCO" 
BUFFALO, Main and Erie Sts., 

"AMEXCO" 
CHICAGO, 72 Monroe St., 

"FINAMEX" 
CINCINNATI, 16 East Fourth St., 

"AMEXCO" 
CLEVELAND, 331 Superior Ave., N. W., 

"AMEXCO" 
DETROIT, 19 and 21 Campus Martius, 

"AMEXCO" 
GENOA, 17 Piazza Nunziata, 

"AMEXCO" 
GLASGOW, 30 Gordon St., 

"CICATRIX" 

ttaatrttrp J 9 Alsterdamm, 
HAMBURG {2 Ferdinand str., 

"AMEXCO" 
HAVRE, 43 Quai d' Orleans, 

"AMEXCO" 
LIVERPOOL, 10 James St., 

"CICATRIX" 
LONDON, 5 and 6 Haymarket, 

"CICATRIX" 
LONDON, E. C, 84 Queen St., 

"NONCLAIM" 
MONTREAL, 202 St. James St., 

"AMEXCO" 
NAPLES, 23-30 Via Vittoria, 

"AMEXCO" 
NEW ORLEANS, 317 St. Charles St., 

"AMEXCO" 
NEW YORK, 65 Broadway, 

"FINAMEX" 
OMAHA, 1312 Farnam St., 

"AMEXCO" 
PARIS, 11 Rue Scribe, 

"AMEXCO" 
ROME, Piazza Venezia, 

"AMEXCO" 
ROTTERDAM, 17 Gedempte Glashaven, 

"AMEXCO" 
ST. LOUIS, 417 North Fourth St., 

"AMEXCO" 
ST. PAUL, 332 Jackson St., 

"AMEXCO" 
SOUTHAMPTON, 4 Oriental Place. 

"CICATRIX" 

Or care of following Correspondents : 

AMSTERDAM, Amsterdamsche Bank, 

597 Heerengracht "AMSTERDA" 

BELFAST, Belfast Banking Company, 

"BELBANK" 
BERLIN, Dresdner Bank. 38 Behren 

Strasse "DRESDBANK" 

CARLSBAD, Oesterreichische Credit- 

Anstalt "CREDIT" 

CIIRrSTIANIA, Christiania Bank of 
Kreditkasse, 7 Stortorvet. 

"KREDFTKASS" 
CORK. Minister and Leinster Rank. 66 

South Mall "MUNLIN" 

DRESDEN, Dresdner Bank. 3 Konig 

Johann Strasse "DRESDBANK" 

EDINBURGH, Royal Bank of Scotland, 

St. Andrew Square "BANK" 

FLORENCE, French, Lemon & Co., 4 

Via Tornabuoni "CONCORD" 

GENEVA, Banque Federale, S. A.. 

"FEDRALBANK" 



HONG KONG, International Banking 

Corporation, 20 Des Voeux Road, 

"STATEBANK" 
HONOLULU, Banking House of Bishop 

& Co "SNOMAD" 

LOS ANGELES. CAL., Farmers and 

Merchants National Bank, 

"HELLMAN" 
MUNICH, Bayerische Vereinsbank, 

14 Promenade Strasse, 

"VEREINSBANK" 
PRAGUE, Bohmische Union Bank, 

"UNIONBANK" 
SAN FRANCISCO, Union Trust Co., 

Cor. Montgomery, Post and Market 

Sts "EXECUTOR" 

SEATTLE, The Scandinavian American 

Bank, Alaska Building, Second Ave. 

and Cherry St "SCANDIA" 

STOCKHOLM, Skandinaviska Kredit 

Aktiebolaget, 7 Storkyrkobrinken, 

"KREDITBOLAGET" 
VENICE, Giuseppe Guetta, Ascensione 

N. 1255-56 "AMERICAN" 

VIENNA, Anglo-Austrian Bank, 1 

Strauchgasse "ANGLOBANK" 

ZURICH, Banque Federale, S. A., 

"FEDRALBANK" 

Messrs. Thomas Cook & Son, 245 
Broadway, New York, offer similar 
facilities for their patrons. They 
will send information on request. 
The bankers issuing letters of credit 
or selling travelers' checks to the 
amount of £50 or more offer facilities 
for forwarding mail through their 
London or Paris offices. The steam- 
ship companies are also very liberal 
in this respect. The general advice 
given, however, is of general applica- 
tion. 

CLOTHING 

Warm clothing and rugs should be 
taken for the ocean trip, as well as for 
the railway journeys in most Euro- 
pean countries ; even in winter the 
trains are seldom w T ell heated, the 
primitive hot water can being very 
much in vogue. Occasionally trains 
will be found where some of the cars 
are heated by steam from the engine. 
At least one rug should be provided 
for each person. Gentlemen should 
have at least two suits, as a change 
of clothing is sometimes necessary ow- 
ing to the fact that decks are damp. 
It is also desirable to carry a dress 
suit for use on the steamer, as gentle- 
men dress for dinner on most of the 
crack liners. Evening dress is not, 
however, obligatory. Thick rubber- 
soled shoes will prove a great comfort 
on the voyage. Golf or soft felt hats 
should be worn by gentlemen at sea, 
and ladies wear tam-o'-shanters or 
similar head-gear with thick veils. 
Yachting caps are not worn at sea. 
Heavy underclothing should be pro- 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



65 



yided for the voyage, and may be left 
in trunks in the storage warehouse. 
Any article of clothing which may have 
been forgotten can be easily purchased 
abroad. English tailors are noted for 
the excellence of their material and 
workmanship, but the cut is not 
always 'adapted to our American ideas. 
There will be little trouble, however, 
if a good tailor is selected. The dress- 
makers and milliners of Paris are, of 
course, famous throughout the world, 
and are referred to later on in this 
book. Ladies will find it very desir- 
able to take along an extremely port- 
able workbox equipped with needles, 
thread, pins, hooks and eyes, buttons, 
etc., as these articles are not readily 
obtainable at sea, although one vessel 
has inaugurated a "department store" 
where all little necessaries can be pur- 
chased. Stewardesses usually carry 
needles, thread, pins, etc. 




The Light and Whistling Buoy at the En- 
trance to Ambrose Channel 

Bath slippers should be provided, as 
occasionally the distance to the bath- 
rooms is quite considerable. A bath- 
robe should also be provided. 

Men will find that a heavy overcoat 
is needed even in summer, as the winds 
are apt to be very piercing. A lighter 
coat intended for use on arrival is also 
useful at sea. 

Ladies should have two cloth suits, 
flannel waists, one or more silk waists, 
and several shirt waists with necessar^ 
changes of underclothing, etc., and if 
space permits, a gown for dinner and 
evening wear. An extra pair of shoes 
and a pair of rubbers should also be 
provided. 

Those who are desirous of tak- 
ing fur wraps should obtain a 



Custom House certificate before sail- 
ing, as otherwise duty will be levied on 
the return. 

LADIES' LIST OF THINGS NOT TO 
BE FORGOTTEN. 

Gowns. 

Underclothing. 

Bathrobe. 

Bath Slippers. 

Shirt Waists. 

Ulsters. 

Cap (not a yachting cap). 

Extra Shoes, ar.d Rubbers. 

Umbrella. 

Rug. 

Steamer Chair Pillow. 

TOILET ARTICLES. 
Brush. 
Hairpins. 
Tooth Brush. 
Tooth Powder. 
Cold Cream. 
Cologne. 
Powder. 
Pins. 

Safety Pins. 

Collar Buttons and Cuff Studs. 
Needles and Thread. 
Tape. 
Buttons. 

Hooks and Eyes. 
Manicure Articles. 
Fancy Work. 
Fountain Pen. 
Writing Material. 
Address Book. 
Hot Water Bag. 

GENTLEMEN'S LIST OF THINGS 

NOT TO BE FORGOTTEN. 

EVENING WEAR. 

Dress Suit. 

Dinner Coat. 

White Waistcoats. 

Dress Shirt. 

Dress Ties. 

Dress Collars. 

Cuffs. 

Cuff Studs. 

Shirt Studs. 

Patent Leather Shoes. 

Opera Hat. 

Silk Hat. 

Cane. 

Umbrella. 

White Gloves. 

Suspenders. 

FOR STEAMER. 
All papers, letters of credit, travelers' 

checks, visiting cards, keys, passport, 

medicines, etc. 
Collars. 
Cuffs. 

Handkerchiefs. 
Studs 

Cuff Buttons. 
Duplicate Prescriptions. 
Duplicate Eyeglasses. 
Duplicate Oculist's Prescriptions. 
Ties. 

Bow Ties. 
Shirts. 



66 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Outing Shirts. 

Flannel Shirts. 

Suit. 

Suit Underwear. 

Pajamas. 

Duck Pants (Southern Trips). 

Hose. 

Shoes. 

Rubber-soled Shoes. 

Bath Slippers. 

Bath Robe. 

Steamer Rug. 

Suspenders. 

Belt. 

Gloves. 

Cap. 

Shoestrings. 

Umbrella. 

Cane (?). 

Brush Broom. 

Fountain Pen. 

Paper Cutter. 

Films. 

TOILET REQUISITES. 

Hair Brush. 
Comb. 
Corkscrew. 
Tooth Brush. 
Tooth Powder. 
Mouth Wash. 
Nail Brush. 
Listerine or Borine. 
Pocket Knife. 
Shaving Soap. 
Shaving Brush. 
Safety Razor. 
Razor. 

Razor Strop. 
Sponge. 
Bay Rum. 
Violet Water. 
Lilac Water. 
Talcum Powder. 
Nail Clipper. 
Nail File. 
Medicines. 
Hot Water Bag. 

STEAMER TRUNKS 

Trunks and packages required in the 
stateroom should not exceed 14 inches 
in height, 2 feet in width and three 
feet in length. In some staterooms 
larger trunks may be accommodated, 
but the intending traveler should con- 
sult the steamship company relative 
to the matter. A strong steamer trunk 
should be purchased, as they are often 
taken off the steamer in lots of three 
or four, thus racking them severely. 
The trunks should be kept locked while 
in the stateroom. Matting suitcases 
are recommended on account of their 
light weight. Heavy leather suitcases 
should not be carried, as their own 
weight is much against them to begin 
with. Lightweight leather satchels 
which have a square opening when 



opened up, are recommended. "Hold- 
alls" and shawl straps are very handy 
for carrying rugs, shoes, and wraps. 

STEAMER RUGS 

On some steamers steamer rugs can 
be hired from the purser at a charge 
of $1.00 for the voyage. It is not 
safe, however, to depend on getting a 
rug in this way unless the company 
acknowledges the receipt of the order 
in advance and states that the rug can 
be furnished. Rugs are very cheap 
abroad and make acceptable presents. 
Silk rugs have little warmth. 




THE OCEAN ELEVATOR 

First suggested by the Editor to 

MINIMIZE DISCOMFORT AT SEA 

CAMERAS AND FIELD GLASSES 

Travelers will find a hand camera ex- 
tremely useful in retaining and fixing 
strange sights ana views on the trip 
abroad. Cameras are particularly use- 
ful at s-ea, and many of the groups 
which are taken a**e warmly treasured 
after the return. Films are easily 
carried, not likely to be broken, and 
can be had anywhere in Europe, while 
with plates it is sometimes difficult to 
obtain the right sizes. Usually cam- 
eras must be checked in museums, 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



67 



galleries, etc. It should be remembered 
that in Europe, and particularly on 
the Continent, it is forbidden to take 
pictures or make sketches of fortresses, 
arsenals, dock-yards, etc., and the 
visitor should be extremely cautious 
in thjs matter as the trouble is apt 
to be serious. The United States 
Consul should be communicated with 
at once in case of any trouble. 

A pair of marine glasses add greatly 
to the enjoyment of an ocean trip. 
It should be borne in mind that optical 
goods can be purchased much cheaper 
abroad than in the United States. 



Prism glasses are specially recom- 
mended. 

DARK ROOM 

On many trans-Atlantic steamers a 
photographer is carried to take groups 
at sea and also to develop the films 
and plates of passengers. The work 
is done at moderate rates and is a 
great convenience, and passengers can 
arrange with the photographer to ob- 
tain the use of the dark room at all 
reasonable times. Give moderate fee, 
say 50 cents for voyage. 




THE PILOT BOAT "NEW YORK" OFF AMBROSE CHANNEL 



CABLE RATES FROM N. Y. 



The following is a very brief list of 
cable rates which has been compiled 
to interest readers of this book. The 
rate is for the quickest and cheapest 
route via ocean cables and foreign 
land lines. All rates are subject to 
change without notice, and we do not 
take any responsibility in regard to 
the figures given : 

Austria, per word, 32 cents. 

Belgium, per word, 25 cents. 

Denmark, per word, 35 cents. 

Egypt, via France, per word, 50 Lo 
58 cents. 

England, per word, 25 cents. 

France, per word, 25 cents. 

Germany, per word, 25 cents. 



Gibraltar, per word, 43 cents. 
Greece and Isles, per word, 36 cents. 
Heligoland, per word, 25 cents. 
Holland, per word, 25 cents. 
Hungary, per word, 32 cents. 
Ireland, per word, 25 cents. 
Italy, per word, 31 cents. 
Luxemburg, per word, 30 cents. 
Malta, per word, 35 cents. 
Morocco, per word, 40 to 55 cents. 
Norway, per word, 35 cents. 
Portugal, per word, 39 cents. 
Russia, in Europe, per word, 43 
cents. 

Russia, in Asia, per word, 50 cents. 
Scotland, per word, 25 cents. 
Sicily, per word, 31 cents. 



68 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Spain, per word, 38 to 40 cents. 
Sweden, per word, 38 cents. 
Switzerland, per word, 30 cents. 
Tunis, per word, 32 cents. 
Turkey, in Asia, per word, 45 cents. 
Turkey, in Europe, per word, 37 
cents. 

Wales, per word, 25 cents. 

Messages to Turkey must not be in 
secret language, and messages relating 
to crimes of anarchists will not be 
translated or delivered in Portugal. 
Cable rates to places in the Pacific 
will hardly interest readers of this 
book, as if they have occasion to send 
messages they would undoubtedly send 
them from San Francisco. Any tele- 
graph company will be glad to give 
full quotations in detail. 

REGISTERED CABLE ADDRESS. 

It is impossible to register every 
word desired by those who expect to 
transact business by cable, for the ca- 
ble companies would soon have so 
much duplication of registered cable 
addresses that the message would be 
undelivered. Any cable company will 
on request give a registered cable ad- 
dress, and a message sent under this 
regularly issued code address used by 
any company will be properly deliv- 
ered.* 

TRAVELERS' CIPHER CODE 

This code is intended for American Express 
Company's patrons, for convenience and 
economy in communicating by Cable with 
their friends, also with the Company's offices 
and correspondents named on pages 62 and 64. 

Patrons should register their private cable 
addresses at the Company's offices and cor- 
respondents referred to above. Otherwise 
messages for them, sent to care of this Com- 
pany, must be addressed with their full names. 

Following is the proper form of a Cablegram, 
in cipher, "Elagabel " being the private cable 
address and meaning "Franklin Young." 

"Elagabel Care Cicatrix, London — 
"Fallowist Felsina" 

When translated, the above message reads: 
"Franklin Young, Care American Express Co. 

" 5 and 6 Haymarkft, London 
"All well. Have forwarded letters as re- 
quested." 

*You can get duplicate copies of this code 
by writing to the American Express Co., 65 
Broadway, New York. They will be sent on 
request without charge. It is necessary in 
using a cable code to have a copy in the hands 
of both sender and receiver. It is believed 
that this solves a difficulty which is often en- 
countered in an economical manner. The 
cable code is not the worse from the fact that 
a copy can be obtained free for the stay-at- 
homes. 



Additional cipher words at the end of the 
Code are intended for the entry of special 
phrases which travelers may find desirable 
to agree upon for private use with their friends. 
Care must be taken of course to see that the 
same phrase is entered opposite each particular 
code word. 

To avoid mistakes, each letter of a cable- 
gram should be plainly written ; and in sending 
or receiving cipher messages, the code words 
should be carefully checked and re-checked. 

Fabaraz ABSENT until 

ACCIDENT. See "Health." 
ACCOMMODATIONS. See "Ho- 
tels, Sailings," etc. 

Fabarils ACCORDING to 

Fabatorum.. .ACT according to 
Fabbrico Act according to your instruc- 
tions (from) 

Fabbro Act as you think best 

Fabella May I act 

Fabordao . . .May I act accordingly 
Fabraterno. . . You may act accordingly 
Fabrefacto ... Suspend further action until I 
return. (See also "Instruc- 
tions.") 
Fabricaba.. . ADDRESS is 
Fabricator.... Address mail to me at. . . .Poste 

Restante 
Fabricaron. . .Your mail was sent to. . . .Poste 

Restante 
Fabrikherr. . .Address of party named is 

Fabrique Address unknown 

Fabulas Address will be ... . after 

Fabulisant. . .Have mailed you my address 
Fabulonem.. .My address will be. . . .after 
Fabuntur. . . .My address for all letters and 

telegrams is 
Faccenda. . . .Send me address 
Facchino. . . . What is address of 

Faccia What will be your address after 

(See also "Letters — Mail.") 
ADVISE. (See also "Purchase, 
Payment.") 

Facellina Important ANSWER should be 

here by 

Facendo Important you should give some 

answer 

Facesse Important I should have answer 

at once 
Facetabat. . . .ARRANGE as you think best 
Facetando.. . . Arrange it for me 

Facetas Arrange for my arrival 

Facetely All arrangements are made 

Faceting Can arrange 

Faceto Cannot arrange 

Facettes Can arrange as desired 

Fachada Cannot arrange as desired 

Fachearon. . .Cannot arrange as you wish, 

but can arrange as follows 
Fachendon.. .Can you arrange? 

Fachons Cancel arrangements 

Fachtafel ARRIVED: well 

Fachzahn. . . .Arrived; found all well 

Facibene Arrived; have mailed letter-s 

Facilely Arrived safely; delayed en route 

Facilimo Arrived; all well but. . . . who is 

ill 

FaciMter Expect to arrive at. . . .on 

Facimola. . . .Expect to arrive at. . . .on. . . . 
address mail care 

Facingly Expect to leave, .on or about. . 

and to arrive at. .on 
Facinora Has. . . .arrived? 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



G9 



Facinus has arrived 

Facistol has arrived and is well 

Facitore has arrived and is not 

well; nothing serious 

Facitura has arrived and is very ill 

Fackel has not arrived 

Fackeltanz. . . will arrive 

Facolta Shall arrive at. . . .meet me (us) 

Facondita. . . .When will. . . .arrive? 

(See also "Leave" and "Re- 
turn.") 

Facopan Apply to for AUTOMOBILE 

and ship same to me at. . . . 

Facopit At what rate per day can you 

automobile? 

Facopod Automobile has broken down 

Facorad Automobile has broken down. 

Am proceeding by train to . . . 

Facoret Automobile has broken down. 

Am returning by train 

Facorim Can you join me for an automo- 
bile tour (date. . . .) about. . . 
days? 

Facoron Cost of crating will be. . . . 

Facorug Cost of packing, using old crate, 

will be. . . . 

Facosal Cover insurance, all risks 

Facoset Enquire from .... when auto- 
mobile will be ready 

Facosum Have you shipped my automo- 
bile? If so. how and when? 

Facotas Please take delivery of my auto- 
mobile from. . . .and store un- 
til I instruct you further 

Facotem When will automobile be ready 

for shipment? 

Facoti BAGGAGE sent to care of Amer= 

ican Express Go's office at. . . 

Factionrry. . .Baggage sent to 

Factionist.. . .Baggage sent care of 

Factiosum. . . Baggage found and sent to 

Factiotal Baggage lost 

Factivel Cannot find baggage 

Factorship. . .Deliver baggage to 

Factricem.. . .Have found baggage 

Facturando.. .Have sent baggage as requested 

Facture Hold baggage until further ad- 
vised 

Facturous. . . .Have lost keys 

Facutando. . .Inquire at American Express 
Co's office for baggage 

Fadedly Keys to baggage lost; force lock 

Fadeless Send baggage by American Ex= 

press Co. 

Fadenblume. .Send baggage care of 

Fadengrade . . Send baggage to 

Fadenkrebs.. . Send baggage to care of Amer= 
ican Express Co.'s office at. . . 

Faeculet Please forward my baggage 

through American Express Co. 
as follows 

Faedeln Send keys to baggage 

Faggots BRING him 

Fagotage Bring. . . .with you 

Fagotto. Shall I bring ? 

Fagulha Do not bring him (her or them) 

Fagutale Do not bring 

Fahlore BUSINESS bad 

Fahnden Business good; everything all 

right 

Fahne Business improving 

Fahnengeld. .How is business? 

Fahrgast Important business 

Fahrgut Important business prevents my 

leaving now 



CABLE — See "Telegraph" and 

"Money, Funds." 
Fahrmittel. . .CARE of American Express Co. 

Fahrnis Care of 

Fahrspi:r COME and bring 

FahrvoII Come and bring. . . .and frie.mb 

Fahrzins Come as soon as possible 

Fajan Come as soon as you convenient- 
ly can 
Fakkels Come by steamer. . . .sailing. . . 

(from) 

Falacer Come back as soon as possible 

FalacLa Come immediately 

Falangetta. . .Do not come today 
Falangista. . .Do not come today; will explain 

by letter 
Falangosi .... Join me (us) at .... on ... . 
Falbalas Accept hearty CONGRATULA= 

TIONS 

Falcacar Offer congratulations 

CREDIT— See "Money," also 

"Time." 

Falcada DELAY is dangerous 

Falcafort Delay will be explained by letter 

Falcastro .... Do not delay 

Falcator Please explain delay 

Falcicula DEPARTURE postponed 

Falciferum. . . Departure postponed until 
Falcinelo Departure postponed; will wire 

date I (we) leave 
Falco Departure postponed; will write 

(See also "Leave" and "Sail- 
ing.") 
Falcoletta.. . .DESIRE=S to know where you 

can be met en route between 

now and 
Falcolotto. . . . Am very anxious to hear (about) 
Falconava... .Am (are) DETAINED 
Falconine. . . . Am (are) detained; cannot say 

when I (we) can leave 

Falcorde Am (are) detained here by ... . 

Faldella DIED 

Faldellin Died last night 

Faldetta Died this morning 

Faldistory died . . . . ; notify .... and 

ask him (her or them) for 

instructions 
Faldworth... .Arrange with American Express 

Company to send body home 

(See also "Health.") 
Falerina. . . , .DO nothing further until you 

hear from me 
Falhado Do nothing further until you 

hear from 

Falisca Do the best you can 

Falke Can do no good by remaining 

Falkenhof Can do no good by remaining 

shall I (we) return? 
Falkenrabe. . .Can be of service by remaining 
Falkonet Can I (we) do anything 

(See also "Act.") 
DRAFT— See "Money, Funds," 

etc. 

DRESSES— See "Purchase, 

Payment," etc. 

Fallacious Am ENGAGED 

Fallacy Will be engaged all 

Fallador Will be engaged until 

Fallanza ENJOYING ourselves and all 

well 

Fallava EVERYTHING appears to be 

correct 

Fallebas Everything in great disorder 

Fallecido Everything satisfactorily ar- 
ranged 



70 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Fallender. . . .Do not expect me until 

EXTEND— See "Time." 
FAILED — See "Money, Funds," 

Fallevole Do not FORGET 

Fallgarn Have you forgotten 

Fallgeld Have not forgotten 

FORWARDING— See Index 
FUNDS— See Index 

Fallholz Use HASTE 

Fallido Do not use too much haste 

Fallivel Advise me as to HEALTH of 

Falloppa All in good health 

Fallowist All well 

Fallsack is better 

Fallsacht is much better 

Falltho is (are) we'l 

Falltuch has recovered 

Fallunt has met with serious acci- 
dent 

Fallwild has met with accident; not 

serious 

Fallzins Health is good 

Falobar Health is bad 

Falotico How is (are) 

Falripas is ill 

Falsammo. . . is very ill 

Falsardo is dangerously ill; come at 

once 

Falsarono. . . . is ill and will remain here 

for the present 

Falsatoris is about the same 

Falsavate. . . . is worse 

Falsedad is very low 

Falsening is very low; be prepared for 

the worst 

Falsero is very low; be prepared for 

the worst; inform 

Falsism HOLD matter in abeyance until 

I return 

(See also "Arrived.") 
HOTELS— See Index. 
Falsorum. . . . IMPORTANT that you 

Falstaff If anything important occurs, 

let me know 

Faltado If anything important occurs, 

let.. . .know 

Faltar. If anything important occurs, 

will let you know 

(See also "Telegraphs.") 

Faltaron INFORM friends 

Faltenrock. . .Inform friends; boy; both well 
Faltenzahn.. .Inform friends; girl; both well 

Falucho Inform him (her or them) 

Falzbank. .. .Inform by wire 

Falzbein Information received 

Falzbock INQUIRE at American Express 

Co.'s office 
Falzhobel. . . .Inquire at 

Famacido Inquire about 

Famecula Inquire at hotel 

Famgams. . . .Inquire at post-office 
Famigeret.. . .Inquire at station 
Familism. . . .Inquire at wharf 

Famine INSTRUCTIONS acted upon 

Famous Instructions not acted upon 

Famulating. .Instructions received and under- 
stood 
Famultatis. . .Instructions received but not 

understood 
Fanabat Instructions received; impossi- 
ble to comply 
Fanabunt. . . . Accept terms (offer) 

Fanam Await instructions 

Fanaremus. ..Awaiting instructions 
Fanatical. . . .Cancel instructions 



Fanatiser. . . .Do not accept terms (offer) 

Fanatizo Give instructions 

Fanciful Repeat instructions 

Fanciless Why were my instructions not 

acted upon? 

Fancy KEEP this strictly private 

Fandango. . . . Keep for me until I return 
Faneca Keep me advised of your move- 
ments 

Faneront Will keep you advised of my 

movements 
KNOW— See Index 
Fanfaluca. . . . Cannot LEAVE 
Fanfarone... .Cannot leave today 

Fangball Cannot leave tomorrow 

Fanggeld Cannot leave for several days 

Fanghund Cannot leave before 

Fangless expects to leave 

Fangosa Has .... left? 

Fangot Left today 

Fangs Left yesterday 

Fangstock... .Has left 

Fangtuch .... Left on ... . train 

Fangzahn.. . .Left. . . . ; send it (them) at once 

Fanhonho Left. . . . ; send it (them) to 

Fanino Left. . . . ; take care of it 

Fantasme. . . .When can you leave? 
Fantassin. . . . When do you leave? 

Fantem Will leave 

Fantesche. . . . Will leave today 

Fantibus Will leave tomorrow 

Fantil Will leave by next train 

Fantome Will leave by first train; meet 

me (us) 

Farabi Will probably leave 

Farabutto. . . . Shall remain here until .... and 
then go to 

(See also "Departure," 
"Time," "Sailings.") 
LETTERS— See Index. 
Farage LOST my code; send me du- 
plicate 

Farala Lost my passport 

Faramalla.. . . Lost my. . . .at the 
Farandole.. . .Lost my. . . .in the cab; in- 
quire at lost property office 

Farbebad. . . .Lost my at the. . . .; make 

inquiries 
Farbenbild. . .Lost my. . . . ; what shall I do? 
Farbenofen.. .Lost my. . . .in cars; inquire ut 
lost property office 
(See also "Money" and 
"Hotels.") 
Farbenrand . . LOVE and best wishes 

MAIL— See Index. 
Farbensatt. . .MARRIED on the 

Farbenton... . was married on the 

Farbentrug. ..MEET me at 

Farbenwelt. . . Meet me at Exposition grounds 

Farbholz Cannot meet you as desired 

Farbmalz. . . .Cannot meet you at time men- 
tioned, but can do so 

Farbstoff Meet train 

Farcant Will meet train 

Farcements . . Cannot meet train 

Farcilite Meet steamer 

Farcinabit... .Will meet steamer 

Farcinant Cannot meet steamer 

Farcissant.. . .Can meet. . . .as desired 

Farctum Will meet. ... as desired 

Fardagem.. . .Can meet. . . .at 
Fardamento. .Can meet. . . .at. . . .today 

Fardeler Can meet. . . .at. . . .tomorrow 

Fardulfe Will meet. . . .at 

Faredo Will meet. . . .at. . . .today 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



71 



Farelhao Will meet .... at ... . tomorrow 

(See also "Hotels" and 
"Time.") 

Faretrado MISSED steamer 

Farfanes Missed steamer; will come by 

next 

Farforth Missed steamer; will not come 

Farfullar Missed train 

Farfulltf Missed train; will come by 

Fargard Missed train; will remain at 

.... tonight 

Faribole Missed train; will remain here 

tonight 

Farina Missed train; do not expect me 

MONEY— See Index. 
NUMBERS— See Index. 
OBTAIN— See "Purchase," 
"Payment" etc. 

Farinella No OPINION either way 

Faringea No opinion, but rather in favor 

Faringitis. . . .No opinion, but rather against 

(See also "Money.") 
Fariolum .... PARTICULARS necessary be- 
fore deciding 

Fariscar Full particulars 

Farmable .... Further particulars 
Farmento .... Send full particulars 

Farmery Send full particulars by mail 

Farmost Send full particulars by tele- 
graph 
PAYMENT— See Index. 
POSTPONED— See "Leave." 
Farmyard.. . .PREFER that you should 
PURCHASE— See Index. 
RELIABLE— See Index. 
Farnesim. . . .Shall REMAIN here until 

Farolazo Shall I remain until 

Farolear Do not remain 

(See also "Leave.") 

Farolon REPORT at 

Farpar Report as soon as possible 

Farragem Report here 

(See also "Reliable.") 
Farraginis... .REPLY by mail 

Farrapao Reply by telegraph 

Farrochs Replies as follows 

Farroma Why do you not reply to my 

telegram (of) 

Farrusca RETURN at once 

Farsange Return at once ; .... is ill 

Farseris Return at leisure 

Farserunt. .. .Return as soon as possible; 
important matter requires 
your attention 
Farsettone. . .All well; there is no necessity to 
hurry back 

Farsilis Can return at any time 

Farsola Can return 

Fartado Can return today 

Fartavel Can return tomorrow 

Farthing Cannot return before 

Farturam .... Cannot return before tomorrow 
Fasanella. . . .Cannot return unless 

Fascelis Cannot return unless you send 

funds 

Fascicle May not return for few days 

Fasciculo . . . . May not return for few days; 

if you want me telegraph 
Fascinador. . . If nothing requires my attention, 

will not return until 

Fascinate. .. .Nothing here requiring your 

return 
Fascolma .... Prepare to return in case we 
telegraph you 

SAILINGS, STEAMSHIPS, etc. 
— See Index. 



Faselochs. . . .Have SEEN 

Faserkalk. . . . Have seen .... and he (she or 
they) will do as requested • 

Fasern Have seen. ... .and he (she or 

they) decline to do as re- 
quested 

Fasertorf Have you seen 

Fashioned.. . .Have not seen 

Fashionist. . . .SEND by American Express Co. 

Fasmate Send by mail 

Fassacate. . . .Send by telegraph 

Fassband .... Send by train 

(See also "Purchase, Pay- 
ments, and Forwarding.") 
SHIPPED— SHIPPING— See In- 
dex. 
SICK— See "Health." 
STORAGE— See Index. 

Fasterman. . .Accept my sincere SYMPATHY 

Fastidious See .... and offer my sincere 

sympathy 

(See also "Wish.") 

Fastidosas.. . .TELEGRAPH me care of Amer= 
ican Express Co., at 

Fatandolo.. . .Telegraph me care of 

Fatandum... .Answering your telegram in 
reference to 

Fatassimo Please reply by cable (telegraph) 

at my expense 

Fatatura Telegraph amount 

Fatebor Telegraph amount needed 

Fatef ully Telegraph when you leave 

Fateri Telegraph when you will 

Fatherland. . . Telegraph as follows 

Fatherly Await my further telegram 

Fathom Before telegram was sent had 

Fathoming.. .Cancel my message about 

Fathomless. . .Cannot understand your tele- 
gram 
Far icando.. . .Cannot understand your tele- 
gram; repeat in plain lan- 
guage 
Faticavate . . . Cannot understand the .... word 
in your telegram; please 
repeat 

Faticino word in my telegram is 

Faticosa Do not telegraph me until you 

have seen ■ 

Fatifer Have not received your tele- 
gram of 

Fatigabat ... .If any telegrams for under- 
signed, please repeat at my 
(our) expense to the following 

address 

(NOTE. — The above phrase is available 
with offices of AMERICAN EXPRESS 
CO. only by patrons who have previously 
arranged with the Company's Agents to 
forward their telegrams.) 
Fatigador. . . .Keep me informed by telegraph 

Fatigarent. . .Received your telegram of 

Fatigatam... .Received your telegram of . . . . 

and will act accordingly 
Fatigosas. . . .Received your telegram of . . . . 
and cannot act as requested 

Fatilegi Referring to your telegram of 

F at i mite Referring to my telegram of 

Fatiscas Repeat this message to 

Fatiscet Refer to my telegram of 

Fativel The remainder of this telegram 

is in Lieber's Code. Amer= 
ican Express Co., New York, 
Boston, Chicago and Euro- 
pean offices hold copy. Apply 
to them for translation. 



72 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Fatoris Your telegram is received and 

understood 
Fatras You can reach me by telegraph 

at 

(See also " Letters," " Money," 
"Purchase.") 
TERMS — See "Instructions." 
TIME— See Index. 

Fatsoen Do you UNDERSTAND? 

Fattore I (we) understand (that) 

Fattrice I (we) do not understand 

Fatucli UNITED STATES CONSUL (at) 

WELL— See "Health." 
Favagello. . . .WHAT is (are) the 

Favea WISH you a Merry Christmas 

Favelle Wish you a Happy New Year 

Favellero. . . .Wish you many happy returns 

of the day 
Faventat Best wishes on the occasion of 

your 
Faventem.. . .Do you wish me to 

(See also "Sympathy.") 

HOTEL ACCOMMODATIONS, 
ETC. 

Faventis Can you get accommodations? 

Faverella. . . .Can get accommodations 

Faverolle. . . .Can you reserve one single room 
for me? Am due to arrive 

Favillis Can you reserve one double room 

for me? Am due to arrive 

Favinha Can you reserve the rooms men- 
tioned below for the number 
of persons stated, dating from 
the following time 

Favisoris Cannot accept the accommoda- 
tions offered 

Favolo Cannot get accommodations 

Favorado. .. .Cannot secure accommodations 
(at) 

Favoravel. ... Engagements will not permit 
of reserving, .room-s for you 
as requested 

Favorisant . . . Have secured accommodations 
(at) 

Favorite Please reserve one single room 

for me. Am due to arrive • 

Favorosa Please reserve one double room 

for me. Am due to arrive 

Favubat Please reserve one single room 

and bath. Am due to arrive 

Favubol Please reserve one double room 

and bath. Am due to arrive 

Favule Please reserve the rooms men- 
tioned below for the number 
of persons stated, dating from 
the following time 

Faxim Please secure hotel accommo- 
dations for. . . .persons 

Fazanten .... Shall be able to reserve room-s 
for you as requested 

Fazzolet What other accommodations 

are open 

Fealty Will accept the accommodations 

offered 

Fearless Will get accommodations 

Feastfull Please search room-s I occupied 

for the following articles and 
if found forward by American 
Express Co. to the following 
address 

Feathers Please send a porter with badge 

or cap bearing the name of 



. . . .hotel to meet me (or xis) 
on arrival of the following 
train or steamer 

Feazing If the following named person is 

at. . . .hotel please request 
him (or her) to advise me by 
telegram at the following 
address 

LETTERS— MAIL. 

Felpa Apply at American Express Co.'s 

office for letter-s 

Felpilla Apply at. . . .office for letter-s 

Felsblock. . . .All letters up to date have been 

sent 
Felsenbahn.. .Anything the matter? No let- 
ters or telegrams received 

Felsenbett Await my (our) letter-s (of) 

Felsengrab. . .Before letter was received had 
Felsenhart . . . Did you receive my letter-s of 
? 

Felsenlage. . .Do not forward any letter until 

you hear from me again 
Felsenlast. . . . Do not forward any letter after 
Felsenzahn.. .Forward letters and telegrams 

care of American Express Co., 

at 
Felsgebirg. . . .Forward mail and telegrams 

Felsgnat Forward mail and telegrams to 

Felshorn Forward mail and telegrams 

care of 
Felsina Have forwarded letters as re- 
quested 
Felskamm . . . Have not forwarded letter-s as 

requested 
Felsklufi Have not forwarded letters as 

requested, but will do so at 

once 

Felskopf Have letter-s for you 

Felsrinne. . . .Have letter-s for you; where 

shall it (they) be sent? 
Felsspalte. . . . Have letter-s from 
Felsstock .... Have letter-s for you from . . . . ; 

shall it (they) be forwarded? 
Felsthal Have received no letter from 

you since 
Felstone Have obtained letter-s from 

post-office and have forwarded 

it (them) 
Felswand. . . .Have written you fully concern- 
ing 

Felters Have you any letter-s for me? 

Feltmaker... .Have you any letter-s for me? 

If so forward to 
Feltrar Have you received any letter 

from 

Feltrarlo Have not received your letter 

(of) 
Feltrinos Have you any registered letter-s 

for me? 
Feltro Have you any registered letter-s 

for me? If so, forward to 
Feltrollo Have you forwarded letter-s as 

requested? 
Felugem Hold letter-s 

Femeaco Last letter received from you is 

dated 
Femelaars... .Letter posted to-day should be 

directed to 
Femellarum. .Letter received without enclos- 
ure; please investigate 
Femelle No letter-s at post-office; have 

inquired 

Femellis Please advise me fully at the 

following address 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



73 



Femelot .... 
Femeniles. . . 

Femeninas. . 

Femenino.. . 
Fementida. . 



Feminabit.. . 

Feminacy. . . 

Feminalis. . . 
Feminantem 
Feminarent. 
Feminela. . . 
Feminidade. 



. Received your letter of ■ 

. Received your letter of .... ; 
and will act as requested 

. Received your letter of .... ; 
cannot do as requested 

.Where will letter reach you? 

.Where will letter reach you? 
have important communi- 
cation 

.Where will letter reach you if 
mailed to-day? 

.Why do you not reply to my 
letter of — — ? 

.Wrote you 

.Wrote you to 

. Wrote you care of 
Wrote you last on the- 



Wrote you by last mail 
(See also "Address" 
"Telegraph.") 



and 



MONEY, FUNDS, CREDIT, ETC. 



Feminil. . . . 
Femininely. 
Feminism.. 
Feminize... 
Femme. . . . 



Femminella. 
Femminetta 



.American Express Co.'s Foreign 
Draft=s 

.American Express Co.'s Travelers 
Cheques 

.American Express Co.'s Travelers 
Letter of Credit 

.American Express Co.'s Com= 
mercial Letter of Credit 

.Am in need of funds; please 
remit American Express Co.'s 
Travelers Cheques (for $....) 

. Am in need of funds; please send 
at once American Express 
Co.'s Foreign Draft (for $ . . . ) 

.Am in need of funds; please 
remit at once by cable through 

American Express Co. at 

($....) 
Femminino... Arrange to have bank either 
mail draft or telegraph to 
Treasurer American Express 
Co., 65 Broadway, New York, 
with instructions to cable the 
amount following care Amer= 
ican Express Co. at 
Femminona. .Arrange to have American Ex= 
press Co. CABLE instructions 
to deliver to me Travelers 
Cheques for the following 
amount in dollars at the fol- 
lowing city or address ($...) 
(city or address . . . ) 
Femminuzza. Arrange to have American Ex= 
press Co. MAIL instructions 
to deliver to me Travelers 
Cheques for the following 
amount in dollars at the fol- 
lowing city or address ($....) 
(city or address . . . . ) 

Arrange with American Ex= 
press Co. for issue of Travelers 
Letter of Credit 

Cable funds through American 
Express Co. at- 



Femoral . 



Femorales.. 
Femore .... 



.Cable funds through American 
Express Co., 65 Broadway, 
New York (if no agent of that 
Company at your place) 

Femur Cable $ through American 

Express Co. at 

Fenbury Cable $ through American 

Express Co., 65 Broadway, 



New York (if no agent of that 

Company at your place) 
Fenchel Carry your funds in American 

Express Co.'s Travelers 

Cheques 
Fendendo .... Deposit the amount of ($....) 

to my credit with American 

Express Co. 
Fendendoli. . .Deposit the amount of ($....) 

to my credit with 

Fenderemo. . . Have Cabled funds as requested 
Fenderent. . . . Have cabled $ . . . . through 

American Express Co. 
Fendesse Have mailed you American Ex= 

press Co.'s Foreign Draft 
Fendevate. . . . Have mailed you American Ex= 

press Co.'s Travelers Cheques 

for $ . . . . (addressed to .... ) 
Fendicis Have received on your account 

$ . . . . (from ....); instruct 

me as to disposal 
Fendille Have arranged for additional 

supply of American Express 

Co.'s Travelers Cheques to be 

delivered by 
Fendinha. . . .Please open credit in my name 

with American Express Co. 

at. . . . Wire me when it is 

opened, giving amount 
Fenditore. . . .Have lost my Travelers Cheques 

numbered .... to ... ; amount-s 

. . . . ; stop payment until 

further advised 
Fenecida Have lost my Circular Letter of 

Credit numbered . . . . ; stop 

payment until further advised 

Fenerandi Please remit 

Fenerandum.. Purchase for my account. . . . 

shares of . . . .stock 
Fenerata Purchase for my account. . . . 

bonds of 
Fenerates... .Sell for my account. . . .shares 

of . . . .stock 
Fenestravi. . .Sell for my account. . . .bonds of 

Fengeld SEND money 

Fenicaro Send money by American Ex= 

press Co. 
Fcnigmo Send me all money now to my 

credit with you 
Fenisector... .Settlement has been effected 
Fenmen ..... Make best settlement possible 
Fennel .'.Telegraph funds through Amer= 

ican Express Co. 
Fennish The price has fallen to (....); 

do your instructions still hold 

good? Wire 
Fenowed The price has advanced to 

(....); do your instructions 
still hold good? Wire 

Fenster Is (are) reliable 

Fensterlen. . . Am informed that. . . . has fai'ed . 

Ferbebunt Am informed that. . . .has failed. 

Is this true? 
Ferbescis Avoid the person or firm you 

inquire about 

Fercullo Do not think well of 

Ferdwit Consider him (them) good 

Ferebant Consider him (them) good for a 

reasonable sum 

Ferentis Consider him (them) good for 

any amount 

Feretory What do you know? 

Feretra Do not know him (them) 

Ferge Prefer not to express any opinion 

Ferhad Party (parties) named is (are) 

favorably regarded 



74 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Fericula Party (parties) named is (are) 

favorably regarded but means 
are unknown to us 

Ferinely Party (parties) named is (are) 

not favorably regarded 

Ferinita Is there any truth in report 

about. . . . 

Feristo Unfavorable rumors about 

Feritade The rumor is without foun- 
dation 
(See also "Time.") 

AMOUNTS— NUMBERS. 

Feritarent Vi Festtracht 52 

Feritcart M Festucine. 53 

Feritela % Festung 54 

Ferithen x /i Festzug 55 



5 A 



Feritman 
Feritont . . 

Feritplace J 

Feritrice I 

Ferlet 2 

Fermanza 3 

Fermata 4 

Fermentado 5 

Fermerous 6 

Fermillet 7 

Fermons 8 

Fernblick 9 

Fernglas 10 

Fernshaw 11 

Fernsicht 12 

Feronia 13 

Ferrante 14 

Ferrigno 15 

Ferrugo 16 

Fertig 17 

Ferulago 18 

Feruling 19 

Ferulstab 20 

Ferverent 21 

Fervidity 22 

Ferville 23 

Fescelle 24 

Fescina 25 

Fesels 26 

Fesseln 27 

Fessitude 28 

Festally 29 

Festasti 30 

Festbacher 31 

Festchor 32 

Festevole 33 

Festgeber 34 

Festgesell 35 

Festichino 36 

Festin 37 

Festinetis 38 

Festival 39 

Festive 40 

Festivum 41 

Festland 42 

Festmahl 43 

Festmorgen 44 

Festmuth 45 

Festosetto 46 

Festpokal 47 

Festrock 48 

Festsaal 49 

Feststadt 50 

Festthaler 51 

Ficcollo Dollars 

Fichant Hundred Dollars 

Ficheron Thousand Dollars 

Fickle Pounds Sterling 



Fetabo 56 

Fetabunt 57 

Fetamus 58 

Fetarent 59 

Fetaveris CO 

Fetched 61 

Fetching 62 

Fetiches 63 

Fetidorum 64 

Fetificet 65 

FetJock 66 

Fetlocked 67 

Fetor 68 

Fetosum 69 

Fettbol 70 

Fettering 71 

Fetterlock 72 

Fettgar 73 

Fettgrund 74 

Fettkohle 75 

Fettlore 76 

Fettolina 77 

Fettsacht 78 

Fetura 79 

Feturati SO 

Feturatum 81 

Fetwah 82 

Feverwort 83 

Fewness 84 

Fibel 85 

Fibelknate 86 

Fiblabo 87 

Fiblabunt 88 

Fiblamus. .. 89 

Fiblandum 90 

Fiblant 91 

Fiblarent 92 

Fibras 93 

Fibratorum 94 

Fibratum 95 

Fibreless 96 

Fibrenus 97 

Fibril 98 

Fibrille 99 

Fibrillose 1C0 

Fibrinous 200 

Fibrolithe 300 

Fibrome 400 

Fibula t . . 500 

Fibulabat (00 

Fibulatam 700 

Fibulis .00 

Ficatum COO 

Ficcarlo ICC0 



Fictive Hundred Pounds Sterling 

Fida gal Thousand Pounds Sterling 

Fidamen Francs 

Fidarle Hundred Francs 

Fiddlest Thousand Francs 

Fidecula Marks 

Fideela Hundred Marks 

Fidelidad Thousand Marks 

Fidelity Lire 

Fidentem .... Hundred Lire 

Fidget Thousand Lire 

Fidgetal Kroner 

Fidgetant. . . .Hundred Kroner 

Fidgetate Thousand Kroner 

Fidgetbat. . . .Guilders 
Fidgetboz. . . .Hundred Guilders 
Fidgetbun.. . .Thousand Guilders 
Fidgetcan .... Kronen 
Fidgetdab. . . . Hundred Kronen 

Fidgetdel Thousand Kronen 

Fidgetdim. . . . Rubles 
Fidgetdon. . . . Hundred Rubles 
Fidgetdus Thousand Rubles 

PURCHASE, PAYMENT AND 
FORWARDING OF GOODS, ETC. 

Finctores. . . .Have executed your commis= 
sion=s through American Ex= 
press Co. 

Findable Please advise .... that goods 

Findbar Bootmaker will have goods 

ready 

Findebant. . . . Bootmaker will not have goods 
ready (till) 

Findelkind. . .Please pay all charges and debit 
me (us) 

Findest Please collect goods as specified 

Finedraw. . . .Charge for collecting will be 

Finestid Please advise cost of forwarding 

goods herein specified (to) 

Finestuff Will endeavor to ascertain 

cause of delay 

Finger Please advise. . . .that goods 

ordered by me (us) must be 
delivered by 

Fingermal... .Please advise. . . .at. . . .that un- 
less goods are delivered by ... . 
will not accept them 

Fingertuch. . . Goods detained at Customs 

Finical Dresses received; will forward 

immediately 

Finify Do not pay dressmaker's bill 

unless goods are delivered by 

Finir Have forwarded dresses 

Finitely If you can get our dresses from 

dressmaker and forward to us 
here before we sail, pay for 
them; otherwise do not re- 
ceive them 

Finitivo Please advise our dressmaker 

.... that our dresses must be 
finished by. . . .otherwise too 
late 

Finitura Please advise our dressmaker 

at following address that 
goods must be delivered by 
... .or cannot accept 

Finkengeld.. .Forward goods by American 
Express Co. 

Finkenzug. . .Forward by American Express 
Co. 

Finlike Forward goods to care of 

Finnen Forward goods so as to reach 

here by 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



75 



Finnikin Cost of forwarding will be 

Finora Do not forward my goods 

Fintamente...Have forwarded goods by 

Fircus Have forwarded your goods to 

Fireballs Have you forwarded? 

Firebill Have only received. . . . ; is this 

all you forwarded? 

Fireboard .... Please ascertain and advise me 
by telegraph date of shipment, 
name of forwarder and route 
sent, and to whom and place 
consigned, of the following 
described article-s in custody 
of (or to be shipped by) .... 
on or about 

Firebox The shipment referred to in 

your telegram was (or will be) 
forwarded from here 

Firebrick Milliner says will have goods 

ready by 

Fireclay Milliner says cannot complete 

order till 

Firedamp. . . .Cannot obtain goods 

Firefly Cannot obtain goods till. . . . ; 

what shall we do? 

Firehook Have obtained goods, please 

advise address to send them to 

Firepan Please obtain from .... and for- 
ward to me here by American 
Express Co. 

Fireplug Please obtain from. . . .and for- 
ward to me here 

Fireship Will not be ready till 

Fireside. ..... Please advise if goods have 

reached you 

Firestick The goods advised as sent have 

not reached here; have you 
forwarded r 

Fireswab Have my goods been placed on 

board (the) ? 

Fireward Your goods have been duly 

placed on board 

Firewood .... Goods shipped as directed 

Firework Have you anything in storage 

for me? 

Firkin Have in store for you the fol- 
lowing package-s 

Firmamen . . . Have nothing in storage for you 

Firmandum. .Tailor says clothes will be fin- 
ished on 

Firmary Tailor says clothes will not be 

finished till 

Firmatrix. . . .Have found trace of your goods 

Firmezas Have not found trace of your 

goods 

RAILWAY TICKETS, ETC. 

Firmgan Reserve first=class seat-s per 

.... train .... (date) to .... ; 

will call and obtain tickets 
Firmgor. . ■ . .Reserve second=class seat-s per 

.... train .... (date) to .... ; 
'will call and obtain tickets 
Firmgum .... Reserve third=class seat-s per 

.... train .... (date) to .... ; 

will call and obtain tickets 
Firmhar Reserve sleeper berth-s per. . . . 

train. . . . (date) to. ... ; will 

call and obtain tickets 
Firmhet Secure tickets through American 

Express Company, via. . . . 
Firm hid Send full particulars per first 

mail of fares, time, etc., to. . . 
Firmiana. . . .Book your passage through 

American Express Co. 



SAILINGS, STEAMSHIPS, RAIL= 
WAYS, ETC. 

Firmicus Consult American Express Co. 

and secure accommodations 
through them 

Firmidao Expect to be in. . . .on or about 

Firmitude. . . . Expect to be in your city on or 
about 

Firmpathe. . .Expect to be in the place re- 
ferred to on or about 

Firnstoss Expect to leave (....) on or 

about. . . . ; and to arrive at 
. . . .on 

Firnwasser. . . Have engaged passage on steam- 
er.. . . . , sailing 

Firsthood .... Have engaged passage on steam- 
er. ... , sailing. . . . Arrange 
to travel on same steamer if 
possible 

Fiscalin If possible, wire name of steam- 
er and port, at which you dis- 
embark 

Fiscella Left on ... . steamer 

Fischangel . . . No accommodations to be had 
on ... . (sailing) 

Fischbank.. . . Passenger on board steamer 

Fischdarm . . . Please have one of your staff 
meet me (us) on Landing 
Stage on arrival of steamer — 

Fischgabel . . . Please send one of your staff to 
meet Mr...., passenger per 
steamer 

FischhoJz .... Please send one of your staff to 
meet Mrs : . . . , passenger per 
steamer 

Fischkelle. . . . Please send one of your staff to 
meet Miss. . . ., passenger per 
steamer 

Fischlager.. . .Please send one of your staff to 
meet Mr. and Mrs , pas- 
sengers per steamer 

Fischmarkt.. .Please send one of your staff to 
meet Mr. . . . and family, pas- 
sengers per steamer 

Fischrogen. . .Please secure stateroom on. . . . 
(sailing) 

Fischtag. . . . .Have secured stateroom on. ... * 
(sailing) 

Fischtrog. . . .Reserve accommodations forme 
(us) on steamer...., sailing 
. . . .and forward particulars 
to the following address 

Fischwirth. . .Reserve accommodations as fol- 
lows on steamer. . . .sailing 

Fiscinis Shall sail by 

Fisdur Shall sail by. . . ., leaving 

Fisgado Wish you a pleasant voyage 

Fisgar When do you sail? 

Fisgona Will leave by steamer 

Fishbasket . . . Will leave by steamer....; 

expect to arrive 

(See also "Leave" and 

"Missed.") 

STEAMSHIP LINES. 

Fishbeam .... Steamer of 

Fishblock. . . .Allan 

Fishdam American 

Fisherboat. . .Anchor S. S. 
Fisherman. . .Atlantic Transport Co. 

Fishfag Atlas 

Fishfins Austro-Americana 



76 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Tishflek Canadian Pac. Ry. Co.'s Atlan- 
tic S.J3. Lines 

Fishfowl Clyde 

Fishful Compagnie Generale Transat- 

lantique (French Line) 

Fishgigs Cunard S. S. 

Fishglue Dominion 

Fishknife. . . .Fabre 

Fishlamb. . . .Great Northern S. S. Co. 

Fishlike Hamburg- American 

Fishmarket.. .Holland-America S. S. Co , 

Fishmaw (Same as Fishdam) 

Fishmaze. . . . Lamport & Holt 

Fishmazot ... La Veloce 

Fishmeal Leyland 

Fishment. . . .Lloyd Italiano 

Fishmill Lloyd Sabaudo 

Fishmonger. .Messageries Maritimes 

Fishnail Munson S. S. 

Fishnote Navigazione Generale Italiana 

Fishplate N. Y. & Cuba Mail S. S. Co. 

Fishpond N. Y. & Porto Rico S. S. Co. 

Fishpool Nippon Yusen Kaisha 

Fishpot North German Lloyd S. S. 

Fishwife Occidental & Oriental 

Fish woman. .Oceanic (Am. & Australian 
Line) 

Fisicando. . . .Orient 

Fisketh Pacific Coast 

Fismoll Pacific Mail 

Fisocele Panama R. R. Line of Steamers 

Fisode P. & O. S. S. Co. 

Fisofo'o Prince 

Fisonco Quebec S. S. Co. 

Fispel Red Cross 

Fisrar'.a. Red "D" 

Fissata Red Star 

Fissavatc. . . .Royal Dutch West India 

Fisseranro. . Royal Mail Steam Packet Co. 

Fisseremo.. . .Scandinavian-American 

Fissisti Union Castle, to South Africa 

Fisseza United Fruit Co. 

Fissipede White Star 

Fissofora Wilson 

TIJ1E, CALENDAR, ETC. 

FissoIIo Any time 

Fissure Arrived on time 

Fistellam .... As long as possible 

Fistelton As soon as possible 

Fistolosa At what time 

Fistucet Can arrive in time 

Fitful Cannot arrive in time 

Fitinha Can you extend? 

Fitness. ... .Can you extend time? 

Fitogeno Can you extend time to ? 

Fitolaga Cannot extend time without 

great inconvenience 

Fittingly Here in time 

Fivelar Must be here in time for 

Fixable Must be there in time for 

Fixant Should time and circumstances 

permit 

Fixedly The best time 

Fixidadc Time of arrival is 

Fixing Time of leaving is 

Fixiste Time the steamer sails 

Flabant Time the train leaves 

Flabile Time is your own, therefore do 

not worry 

Flabrum We will extend 

Flaccidity We will extend time to 

Flaccilla Will be in time 

Flacher Will not be in time 



Flachland You are taking too much time 

Flachsader... .You are not taking enough time 



Day of Mo. 
JANUARY 



Flachwurf 

Flacon 

Fladen 

Flagelador 

Flagellant 

Flagitabit 

Flagitator 

Flagorner 

8 Flagrance 

9 Flagrantly 

10 Flagration 

1 1 Flagrifer 

12 Flagro 

13 Flagstaff 

14 Flamand 

15 Flamboyant 

16 Flameless. 

17 Flamette 

18 Flaminale 

19 Flamingo 

20 Flaminical 

21 Flammable 

22 Flammard 

23 Flammation 

24 Flammeo 

25 Flammidum 

26 Flammofen 

27 Flamy 

28 Flanconada 

29 Flanged 

30 Flankard 

31 Flant 



Day of Mo. 
FEBRUARY 



Flapjack 

Flapping 

Flarent 

Flashily 

Flashlight 

Flassade 

Flatlong 

Flatly 

8 Flatter 

9 Flattering 

10 Flaturale 

1 1 Flatwise 

12 Flavedo 

13 Flavimus 

14 Flavona 

15 Flawless 

16 Flaxseed 

17 Flebotomo 

18 Fleche 

19 Flechten 

20 Fleck 

21 Flectamus 

22 Flecterent 

23 Flector 

24 Fledern 

25 Fleecing 

26 Flegel 

27 Flegelhaft 

28 Flehend 

29 Fleming 





Day of Mo. 




MARCH 




Flemish 


I 


Flemmone 


2 


Flensed 


3 


Flensing 


4 


Flenzen 


5 


Fleshly 


6 


Flesh pot 


7 


Flessore 


8 


Fletando 


9 


Fletchers 


10 


Fletomo 


11 


Fletser 


12 


Flevonem 


13 


Flibot 


14 


Flicker 


15 


Flickwort 


16 


Fligebant 


17 


Fligentem 


18 


Fligerent 


19 


Flimsily 


20 


Flintglas 


21 


Flippant 


22 


Flirtation 


23 


F ispern 


24 


F ittene 


25 


Flitters 


26 


Floated 


27 


Flocado 


28 


Floccida 


29 


Flocculent 


30 


Flocked 


31 


Flockiger 


■ 


Day of Mo. 




APRIL 




Flodden 


1 


Flogite 


2 


Flogosis 


3 


Flohbiss 


4 


Flohstich 


5 


Flomide 


6 


Flooded 


7 


Flooding 


8 


Floors 


9 


Florally 


10 


Florant 


11 


Florbinde 


12 


Florebunt 


13 


Florendo 


14 


Florescit 


15 


Floresta 


16 


Floretten 


17 


Floribus 


18 


Florigeras 


19 


Florinha 


20 


Florkappe 


21 


Floroon 


22 


Flortuch 


23 


Florida 


24 


Floscupo 


25 


Floskel 


26 


Flossholz 


27 


Flosswerk 


28 


Flotantes 


29 


Flotation 


30 


Flotsam 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



77 



DAY of Mo. 


Day of Mo. 


Day of Mo. 




Dav of Mo. 


MAY 


JULY 


SEPTEMBER 




NOVEMBER 


Flott 


Follentem 


Foreslack 




Fosca 


I Flottage 


I Folletage 


1 Forespoken 


1 


Fosfato 


2 F ottons 


2 Folleto 


2 Forestick 


2 


Fosforana 


3 Flowerage 


3 Follicant 


3 Fore wish 


3 


Fosforo 


4 Flowerful 


4 Folliful 


4 Forfang 


4 


Fosgeno 


5 Flowerless 


5 Follow 


5 Forfending 


5 


Fossage 


6 Flowing 


6 Folter 


6 Forfora 


6 


Fossar 


7 Fluently 


7 Folterbett 


7 Forge 


7 


Fossick 


8 Fluffy 


8 Folterten 


8 Forillo 


8 


Fossimo 


9 Flughafer 


9 Fomentaban 


9 Forkless 


9 


Fossipede 


10 Flugritt 


10 Fomentato 


10 Forlane 


10 


Fossulate 


1 1 Flugs 


1 1 Fomitem 


1 1 Forlipon 


11 


Fostership 


12 Fluhband 


12 Foncage 


12 Forlornly 


12 


Fotmal 


13 Flussab 


13 Fondava 


13 Formabit 


13 


Fotofobo 


14 Flussbad 


14 Fondello 


14 Formage 


14 


Fotografa 


15 Flusshafen 


15 "Fondimc 


15 Formante 


15 


Fotorum 


16 Flusskarte 


16 Fondness 


16 Formaster 


16 


Fotsa 


17 Flussname 


17 Fondsen 


17 Formband 


17 


Fovela 


18 Flussring 


18 Fonebol 


18 Formella 


18 


Fovilla 


19 Flussthal 


19 Fongible 


19 Formend 


19 


Foxlike 


20 Flustra 


20 Fonico 


20 Formfu! 


20 


Foxtrot 


21 Flutabat 


21 Fonkelde 


21 Formica 


21 


Fracasar 


22 Flutant 


22 Fonolite 


22 Formidator 


22 


Fracentem 


23 Flutenist 


23 Fontalis 


23 Formidine 


23 


Frachten 


24 Fluthen 


24 Fontange 


24 Formiste 


24 


Fracida 


25 Fluthig 


25 Fonticola 


25 Formola 


25 


Frack 


26 Flutiste 


26 Fonticule 


26 Formosam 


26 


Fractore 


27 Flyblow 


27 Fontinal 


27 Formsand 


27 


Fragatao 


28 Flyfish 


28 Fonto 


28 Formy 


28 


Frage 


29 Focador 


29 Foodful 


29 Fornacino 


29 


Fragelle 


30 Focena 


30 Foolscap 


30 Fornada 


30 


Fragewort 


3 1 Focile 


31 Football 






• 


Day of Mo. 


Day of Mo. 


Day of Mo. 


1 


)ay of Mo 


JUNE 


AUGUST 


OCTOBER 


DECEMBER 


Focinhada 


Footboy 


Fornello 




Fraglich 


1 Fodandam 


1 Footcloth 


1 Fornice 


1 


Fragola 


2 Fodandis 


2 Footfalls 


2 Forosella 


2 


Fragor 


3 Foddered 


3 Footpaths 


3 Forrabas 


3 


Fragrant 


4 Foderata 


4 Footway 


4 Forragem 


4 


Fragranza 


5 Fodicant 


5 Foppen 


5 Forrays 


5 


Fragsucht 


6 Fodicet 


6 Foraged 


6 Forschen 


6 


Fragten 


7 Foeman 


7 Foramelfo 


7 Forsenno 


7 


Frailness 


8 Fofos 


8 Forandi 


8 Forstamt. 


8 


Fralda 


9 Fogalla 


9 Forasmuch 


9 Forstherr 


9 


Framable 


10 Fogaril 


10 Foratum 


SO Forstung 


10 


Framengo 


1 1 Fogbank 


1 1 Forborne 


1 1 Forsworn 


11 


Franando 


12 Foggily 


12 Forbotto 


12 Fortan 


12 


Franavano 


13 Fogones 


13 Forbye 


13 Fortfall 


13 


Francarlo 


14 Fohlenhof 


14 Forcant 


14 Fortgang 


14 


Francisca 


15 Foldnet 


15 Forceful 


15 Fortgelebt 


15 


Francolin 


16 Folganca 


16 Forcipated 


16 Forthin 


16 


Francotes 


17 Folgekarte 


17 Forclore 


17 Forthright 


17 


Frangalho 


18 Folgerede 


18 Forclusion 


18 Forthward 


18 


Frangible 


19 Folgern 


19 Forcuto 


19 Fortify 


19 


Frangiona 


20 Folgestern 


20 Fordern 


20 Fortilage 


20 


Frangollar 


21 Folglich 


21 Forebrace 


21 Fortlet 


21 


Frankatur 


21 Folgorato 


22 Forefront 


22 Fortnight 


22 


Franken 


23 Folgoro 


23 Foreground 


23 Fortsatz 


23 


Franklino 


24 Folhagem 


24 Forehorse 


24 Fortsoben 


24 


Frankly 


25 Folhento 


25 Foreknow 


25 Fortune 


25 


Fransch 


25 Foliculo 


26 Forellen 


25 Fortwogen 


26 


Frapler 


27 Folioter 


27 Foremasts 


27 Foruli 


27 


Frapling 


28 Folklore 


28 Foremost 


28 Forwaked 


28 


Frappola 


29 Folkright 


29 Forename 


29 Forwardly 


29 


Frascola 


30 Follasti 


30 Forensic 


30 Forweep 


30 


Frasera 




3 1 Foresay 


31 Forzava 


31 


Frasto'rna 



78 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Frattanto 1905 

Frattura 1906 

Frattuso 1907 

Fraturat 1908 

Fraturol 1909 

Fratutop 1910 

Frad 

Fredame 

Freddata 

Fredegar 

Fredonne 

Freehold 

Freeness ":.....• 

Freewill 

Fregammo 

Fregate 

Fregatten 

Fregerat 

Fremder 

Fremdwort 

Fremere 

Fremeva 

Fremito 

Frenandi 

Frenarli 

There is also an excellent telegraph 
and cable code, issued by Brentano's, 
New York City. The expense is $1.00. 
There are 328 pages filled with code 
words, enough to fulfil all the ordi- 
nary and .extraordinary conditions with 
which travelers might be confronted. 
For those who wish to purchase a 
more extensive code, we can recom- 
mend this one. 

The North German Lloyd also 
issues a passenger's cable code, which 
is also recommended. Before starting 
on a trip, the traveler should see that 
the friend left at home has a copy of 
the book. 

TELEGRAPH AND CABLE 

INFORMATION 

THE PREPARATION OF 

DOMESTIC TELEGRAPH MESSAGES 

A message to be transmitted by telegraph 
should be written upon the blank provided by 
the Telegraph Company for that purpose; or 
it should be attached to such blank by the 
sender, or by the one presenting the message 
as the sender's agent, so as to leave the printed 
heading in full view above the written mes- 
sage. 

Write the whole message, date, address, 
body and signature as clearly as possible. 
Avoid changes, corrections and unusual 
abbreviations. Figures, counted and charged 
for at the rate of one word for each, may be 
used, but words to represent them are less 
liable to cause error. , 

Addresses are not charged for, therefore 
they should be full and clear and written so as 
to be easily understood. If the person ad- 
dressed is known to be at a considerable dis- 
tance from the office, or in some locality where 
the services of a special messenger may be 
required to reach him, this fact should be 
made known to the Telegraph Company. 
By such notice a quicker transmission and 
delivery of the message may be often effected. 



If the sender's address is not known to the 
Telegraph Company, it should be written on 
the back or at the bottom of the blank. This 
will enable the Telegraph Company to reach 
him either for a reply, should one be received 
or for any possible question which might arise 
in reference to the transmission or delivery 
of his message. 

Rules for counting messages, which will 
completely cover all the usual and unusual 
words, abbreviations and combinations used 
in telegraph messages, cannot be given here. 
A charge is made for the first ten words or 
less, and a reduced rate for each word over 
ten. The address and signature are not 
charged for. 

Messages to be sent at night and delivered 
the following morning are, except in a few 
cases, accepted at reduced rates. 

PREPARATION OF CABLE MESSAGES 

The rules which apply to the counting, 
transmission and treatment of messages to 
and from all of the foreign countries "named 
in following pages axe those which apply to 
International cable messages throughout the 
World. 

The sender is responsible for an incorrect or 
insufficient address. Corrections and alter- 
ations can only be made by another message 
which must be paid for. 

No message can be accepted (except at 
"Sender's Risk") when addressed to the care 
of a registered address unless the words "care" 
or "care of," or their equivalent, be placed 
between the addressee's name, or designation, 
and the registered address; thus, a message 
for Meyer, Berlin, to be delivered to the regis- 
tered address "Dervish, Berlin," should be 
addressed "Meyer, care (or 'care of) Dervish, 
Berlin." 

All words, except those of the date, are 
counted and charged for. 

In the address the name of "place to" and 
the name of the territorial division of the 
country in which the "place to" is situated 
are each counted as one word without regard 
to number of letters they contain. 

In messages in plain language the maxi- 
mum length of a word is fixed at fifteen letters. 

In messages partly or wholly in code the 
maximum length of a word is fixed at ten 
letters. 

Combinations or alterations of words con- 
trary to ordinary usage are not admitted. 

Groups of letters (in private messages) not 
forming words, and not used as trade-marks, 
are not allowed. The authorities of Europe 
and beyond reserve to themselves the right of 
refusing the delivery of telegrams containing 
combinations contrary to the use of the language 
in which they are written, unless the insufficient 
charges are first paid by the addressees. 

Letters forming commercial signs or trade- 
marks are charged same as figures. 

Groups of figures are charged for at the rate 
of one word for each five or fraction thereof. 

Decimal points, commas and bars of divi- 
sion, used in the formation of numbers, are 
each counted as a figure. 

Letters and figures must be counted separ- 
ately. Example, A 5 C counts as three words. 

Signs of punctuation, hyphens and apos- 
trophes are neither counted nor sent. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



79 



No claim for refund of tolls on messages 
exchanged directly between receivers and 
senders, to obtain corrections, will be enter- 
tained. Applications for an official repetition 
of any word or words in doubt should be made 
to the office of delivery. 

Registration of addresses at places on the 
Continent of Europe or beyond can be made 
only by the parties to whom messages are to 
be delivered. 

SENDING CABLEGRAMS ON 
LANDING 

Immediately on landing the traveler 
can avail himself of the opportunity to 
send cablegrams. A registered cable 
address should be left at home in or- 
der to save expense, for every word 
is charged for. Usually, abrpad, the 
amount of the fee paid must be indi- 
cated by postage stamps attached to 
the telegram. Sometimes a receipt for 
the charges is furnished for a small 
fee of, say, four cents of our money. 
Cable blanks will be found on all the 
steamers and at all the landings. 
Great care should be taken to count 
the words and see that there is no 
overcharge in sending these cable- 
grams. Be sure to count your 
change ; this is particularly necessary 
at these cable and telegraph offices 
where the volume of business is so 
great. 

MONEY BY TELEGRAPH 

All telegraph companies accept or- 
ders, both domestic and foreign, for 
immediate transfer of money by tele- 
graph and cable. It is sometimes 
imperative to obtain large or small 
sums at the shortest possible mo- 
ment, certainly within twenty-four 
hours. Formerly this branch of the 
business was in the hands of bankers, 
but now the cable companies and tel- 
egraph companies are able to pay 
money in places all over the world. 
The organization of telegraph and ca- 
ble companies is a most complicated 
one, and there are many factors which 
control the rates. In general it may 
be stated that money can be sent any- 
where in the United States at a pre- 
mium of one per cent., minimum 
charge twenty-five cents, plus the 
telegraph tolls for a ten-word mes- 
sage. For money sent abroad the 
premium is one per cent, with the 
minimum charge of fifty cents, plus 
of course the cable tolls, which will 
vary with the length of address, etc. 
Fullest possible information can be 
obtained at any telegraph office where 
a special tariff book of some 250 pages 
may be consulted. For some coun- 



tries, such as those in Central and 
South America, the expense is much 
greater than we have noted. 

The British Postmaster-General has 
entered into an agreement with the 
Western Union Telegraph Company 
for an exchange through that com- 
pany so they will telegraph money- 
orders between the United Kingdom 
on the one hand and Canada and the 
United States on the other after Janu- 
ary 1, 1910. The largest amount for 
which a single money-order may be 
issued in the United Kingdom will be 
£40 sterling, but for orders issued in 
the United States and Canada for 
payment in the United Kingdom the 
largest amount will be £41 Is. 4d., 
which is the equivalent of $200. 

Cable Notes. — Plain messages, thai 
is to say, messages which are neither 
in code nor cipher, may be written in 
any language that can be expressed in 
Roman letters. In such messages, each 
word of 15 letters or less is counted 
as a word. Words of over 15 letters 
are counted at the rate of 15 letters 
or fractions of 15 letters to a word. 
Code messages may contain words be- 
longing to one or more of the follow- 
ing languages : English, French, Ger- 
man, Italian, Dutch, Portuguese, 
Spanish and Latin. The use of words 
from other languages is not allowed. 
Code messages may also contain the 
following words, that is to say, groups 
of letters so combined as to be pro- 
nounceable in at least one of the eight 
languages which have been admitted. 
In code messages, each code word, 
whether real or artificial, of 10 letters 
or less, is counted as a word, and no 
code word of more than 10 letters 
can be accepted. If any words in 
plain language of more than 10 letters 
each are used in code messages, they 
should be counted at the rate of 10 
letters or fraction of 10 letters to a 
word. In cipher messages, which may 
be composed of groups of figures or 
groups of letters, the groups are 
counted at the rate of 5 figures or let- 
ters, or fractions thereof, to a word. 
It should be remembered that in 
cabling, every isolated character, fig- 
ure or letter counts as a word. Hy- 
phens and apostrophes are al?o 
counted. Signs of punctuation are 
not counted or sent unless they are 
formally demanded by the sender, in 
which case they will be charged for as 
one word. The letters "ch" coming 
together in the spelling of a word are 
counted as one letter. In artificial 
words, however, the combination is 



80 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



TELEGRAPH RATES— NORTH AMERICA 

BETWEEN NEW YORK CITY AND PLACES IN UNITED STATES AND 

CANADA. 

Day rate 40-3, means 40 cents for ten words and 3 cents for each additional word; 
Night rate 30-2, means 30 cents for ten words and 2 cents for each additional word, etc. 
Address and signature arc free. Western Union and Postal Rates arc uniform. 



Places. 



Alabama 

Alaska : 

Eagle City 

Juneau 

Nome 

St. Michael 

Sitka 

Skagway 

Valdez 

Arizona 

Arkansas 

British Columbia: Grand 
Forks, Nelson, New West- 
minster, Rossland, Van- 
couver, Victoria 

Atlin 

Port Simpson 

California 

Colorado 

Connecticut 

Delaware 

District of Columbia 

Florida 

Georgia 

Idaho '. 

Illinois 

Indiana 

Iowa 

Kansas 

Kentucky 

Klondike: See Alaska and 
Yukon 

Louisiana 

Maine: Portland 

.All other places 

Manitoba: Winnipeg 

Maryland: Annapolis, Bal- 
timore, Frederick, Ha- 
gerstown 

Cumberland 

All other places 



Rate. 



Day^ 
60-4 



Night. 



Places 



Massachusetts . 



Michigan: Detroit, Mount 
Clemens, Port Huron. . . ; 



All other places. 



80-35 

60-23 

80-45 

30-40 

40-21 

90-26 

3.40-31 

1.00-7 

60-4 



1.00-7 

3.25-24 

2.75-19 

1.00-7; 

75-5 

25-2 

30-2! 

30-2; 

60^! 

60-4 

1.00-7 

50-3 

50-3; 

60-4 

60-4 

50-3 



50-3 

3. 80-35 ! 
2 . 60-23 1 
4.80-45! 
4 . 30-40 
2.40-21; 
2 . 90-26 
3.40-31 
1.00-71 
50-3 i 



1 . 00-7 

3 . 25-23 

2.75-18 

1.00-7 

60-4 

25-1 

25-1 

25-1 

50-3 

50-3 

1.00-7 

40-3 

40-3 1 

50-3 

50-3 

40-3 



Mississippi 

Missouri: 

St. Louis 

All other places 

Montana 

Nebraska 

Nevada 

New Brunswick 

Newfoundland: St. John's. 

New Hampshire 

New Jersey 

New Mexico 

New York: 

New York City 



Rate. 
Day. Night. 



All other places. 



60-4; 50-3 

35-2 25-1 

40-3 30-2 

75-5 60-4 



Minnesota . 



30-2 
35-2 
40-3 
25-2 

to 
30-2 

40-3 
50-3 

to 
00-4 
CO-4 
% 



25-1 
25-1 
30-2 

25-1 



30-2 
40-3 

to 
50-3 
50-3 



North Carolina. . . . 

North Dakota 

Nova Scotia 

Ohio 

Oklahoma 

Ontario : 

Niagara Falls . . . 

Sault Ste. Marie. 

All other places.. 
Oregon 



Pennsylvania , 



Prince Edward Island: 

Charlotte town 

Quebec 

Rhode Island 

South Carolina 

South Dakota 

Tennessee 

Texas 

Utah 

Vermont 



Virginia. 



Washington 

West Virginia 

Wisconsin: Milwaukee. 

All other places 

Wyoming 

Yukon : 

Dawson 



60-4 
50-3 
60-4 
75-5 
60-4 

1.00-7 
50-3 

1 . 10-9 
35-2 
25-2 
75-5 

20-1 
25-2 

to 
35-2 
50-3 
75-5 
50-3 
40-3 
75-5 

40-3 
60-4 
50-3 
1.00-7 
25-2 

to 
40-3 

75-5 
50-3 
30-2 
60-4 
75-5 
50-3 
75-5 
75-5 
35-2 
40-3 

to 
50-3 
1 . 00-7 
40-3 
50-3 
60-4 
75-5 



50-3 
40-3 
50-3 
60-4 
50-3 

1.00-7 
40-3 

1.00-9 
25-1 
25-1 
60-4 

20-1 

- 25-1 

\ 

40-3 
60-4 
40-3 
30-2 
60-4 

30-2 

50-3 

40-3 

1.00-7 

I 25-1 

> to 

r 30-2 

65-5 
40-3 
25-1 
50-3 
60-4 
40-3 
60-4 
60-4 
25-1 
30-2 

to 
40-3 
.00-7 
30-2 
40-3 
50-3 
60-4 



4.00-27 4.00-27 



As this page is being made up, the " Maure- 
tania" has added to her laurels by breaking 
the record over the long Atlantic course of 
2,889 knots by 26 minutes, landing her passen- 
gers in New York just before midnight on 
March 17, 1910. This is the first time that 
this has been accomplished on the winter 



route. The time from Daunt's Rock to the 
Ambrose Channel Lightship was 4 days 15 
hours and 29 minutes, at an average speed of 
25.91 knots. One day the liner averaged 
26.79 knots. The best previous record over 
the long course was 4 days 15 hours and 55 
minutes. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



81 



counted as two letters. The following 
examples will serve to fix the inter- 
pretation of the rules for senders : . 

0> .-, to 0) • m n 

^^ 

Allrrght 2 

Responsibility (14 letters) .... 1 

Unconstitutional (16 letters) . . 2 

A-t-il 3 

Aujourdhui 1 

Aujourd'hui 2 

Newyork 1 

New York 2 1 

Frankfort Main 2 1 

Frankfurtmain 1 1 

Starokonstantinow (Town in 

Russia) 2 1 

Emmingen Wurtemberg 2 1 

Van de Brande 3 

Vandebrande 1 

Dubois 1 

Du Bois 2 

Hyde Park .. . . . 2 

Hydepark (contrary to usage of 

the language) 2 

Saintjames Street 2 

Saint James Street 3 

44% (5 figures and signs) .... 1 

444,55 (6 figures and signs) .... 2 

$100 2 . 

Onehundred dollars 2 

10 fr. 50 3 

lib 30 : 3 

44 1 

44/2 1 

2% , . . . 1 

Two hundred and thirty four. . 5 
Twohundredandthirtyfour (23 

letters) 2 

State of Maryland (name of 

ship) 3 

Stateofmaryland (name of ship) 

1 

Emvchf 2 

Ch 23 (trade mark) 1 

ap 

— " 1 

m 

3 

— " 1 

m 

C. H. F. 45 2 

The business is urgent, start at once 

(7 words and 2 underlines).. 9 
Send reply (if any) by mail (6 words 

and parentheses) 7 

Explain "reversal" (2 words and 

inverted commas 3 

MISCELLANEOUS SERVICE 
Persons who wish to be notified of 
the arrival of steamers can make ar- 
rangements with the two telegraph 
companies to notify them of the ar- 
rival. The companies maintain sig- 
nal stations at Fire Island, The High- 
lands, and Sandy Hook ; also at 
Quarantine, for the purpose of re- 
porting and sighting the arrival of 
steamers from foreign ports. To those 



who live in New York, or in nearby 
towns and cities, the notice will be 
received in ample time to reach the 
clock by the time the steamer warps 
in. The service for New York, New 
Jersey and Hoboken is $1.00. Par- 
ties in other places who are interested 
in incoming steamers can be notified 
by paying this fee of $1.00, plus the 
usual telegraph tolls for the ordinary 
ten-word message. Of course, for 
places not adjacent to New York, the 
notice conveys the intelligence of the 
near approach of home-coming 
steamers, but hardly in time to enable 
the steamer to be met. 

On March 5, 1910, the night letter 
service was inaugurated. The under- 
lying thought in establishing this ser- 
vice was to give the public the benefit 
of the unemployed wires at night to 
quicken correspondence at low rates to 
take the place of letters by mail. The 
rates charged are the standard day 
rates for ten-word messages. For the 
transmission of fifty words or less plus 
one-fifth the initial for each additional 
ten words or less. To be entitled to 
this rate the message must be written 
in plain English language and destined 
for points where the telegraph com- 
panies have offices. Code messages 
will be charged for at standard day or 
night rates as the case may be and 
night letters will not be accepted for 
other line points. Night letters will be 
accepted and collected on call in any 
hour of the day or night for delivery 
at destination on the morning of the 
next ensuing business day by mail or 
messenger. They will be transmitted 
at the company's convenience during 
the night. The special form, known as 
"Form 2289," should be used for writ- 
ing the night letter. Night letters at 
the option of the telegraph company 
may be mailed to the destination of 
the addressee and the company shall 
be deemed to have discharged its obli- 
gations in such cases with respect to 
delivery by mailing such night letters 
at the destination, postage prepaid. 

By the time this book is in the 
hands of the reader it is probable that 
the combined telegraph and telephone 
service will be in effect. The plan is to 
allow those telephone subscribers whose 
local telegraph office is closed for the 
night to call up central and send a 
telegraph message, which central will 
transmit to the next telegraph office, 
so that a telegram may be accepted 
from a telephone subscriber at any 
time during the twenty-four hours. # It 
is possible that this may be modified 



82 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



KARCOKI WIRELESS TELEGRAPH COMPACT OP AMERICA, 



TEl-ECtffAM 

THE WEBTEW* WWHtmBOIUPS COBK-AUT 

-^Sit^SSBffJKmSflSiS WW mnu to m rwf wnti^ . 



POSTAL TELEGRAPH - CGMME.HCIAL CABLES 

TELEGRAM 



JSAUVH>'-'lim--^ .MI!l'il'.i)I.M.W' J l!'^».|„'l.'!,',tMlWBmrHW«W 



t>eutsch"Atlaritische Telegrapheng-eseilschaft 

■ ,r\U) lilLM ; . t CAISI.P.S l'H!IM \F:V, YtWK Tfr (iCKM \.\\ 



ANGLO-AMERI CAN TEL EGRA PH COMPANY 



To 



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CABLEGRAM 



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$cjS&%Imcm < 



tfA-y/JaZfirCM* 





Elmfgc liirekte Kabelli 


talSUtacteuDf 


ulschlumi und Amcrika. 


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egraphen-Kabeld 


















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TYPES OF CABLE AND WIRELESS BLANKS' 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



83 



in some manner when complete in- 
structions are prepared, but this is 
about what the combined telegraph- 
telephone service will be. 

WIRELESS TELEGRAPHY 

Wireless telegraphy is, in theory, 
closely allied to heliography, or signal- 
ing with flashes of light. The light 
used, however, is produced electrically 
and is invisible to the naked eye, owing 
to the fact that it is made up of very 
long waves, called Hertzian waves, 
which vibrate too slowly to affect the 
retina. The eye can only discern 
waves which make from 4,000 billions 
to 7,000 billions vibrations per minute. 
However, the Hertzian ray resembles 
light in that it can be reflected by a 
metallic plate and can be refracted by 
a prism of pitch, can be brought to 
a focus with a pitch lens, and may 
be polarized. Owing to the great 
length of the Hertzian waves, almost 
all substances are transparent to them. 
The Hertzian waves were discovered 
by Professor Heinrich Hertz, a young 
German philosopher, during his ex- 
periments with the spark discharge of 
Leyden jars and of the Ruhmkorff coil 
in 1886 and 1887. 

He found that when a spark leaped 
the gap between the terminals, electric 
oscillations took place in these termi- 
nals which set up magnetic waves in 
the surrounding space, capable in turn 
of setting up similar oscillations in 
any adjacent conductor lying at an 
angle to them. The waves were de- 
tected by using a "resonator," which 
was merely a circle or a rectangle of 
copper wire formed with a gap in one 
side. When the induction coil was in 
operation and the resonator coil was 
held near the coil, a tiny stream of 
sparks would leap across the resonator 
gap. To better understand this phe- 
nomenon take as a crude example two 
vertical rods in a pool of water and 
on each a float free to slide vertically 
on the rod. Now, if one of these floats 
be moved up and down upon its rod, it 
produces waves in the water just as 
the electric oscillation produces waves 
in the ether. These spread out in all 
directions and on reaching the other 
float cause it to oscillate up and down, 
just as the magnetic waves produce 
electric oscillations in the resonator. 

Without going into a detailed his- 
tory of the development of wireless 
telegraphy from Hertz's experiments, 
it may be stated that the essential 
difference between the apparatus used 



by Hertz in his experiments and the 
several systems now commonly in use 
lies in the receiver. The transmitter 
is practically the same. A vertical 
wire called the antenna is connected 
to one terminal of the coil, and the 
other terminal is connected with the 
earth, the purpose being to increase 
the electrical capacity of the terminal 
rods and produce larger waves. In- 
stead of producing the oscillations by 
means of an- induction coil, they are 
now ordinarily produced by a dynamo 
and a step-up transformer except for 
telegraphing over short distances. But 
even with these changes we would not 
be able to telegraph over any appre- 
ciable distance if dependent upon the 
Hertz resonator for receiving a mes- 
sage, for, owing to the fact that the 
waves spread out in all directions from 




Sending Telegrams and Cables at Fishguard 

the transmitting antenna, the receiv- 
ing antenna is acted upon by a very 
small proportion of the power ex- 
pended by the transmitter, and this 
proportion decreases very rapidly as 
the distance between the transmitter 
and the receiver increases. In order 
then to detect the rays at long dis- 
tances, a very sensitive instrument 
called the "coherer" has been invented. 
The coherer in its usual form consists 
of a glass tube with two metal pistons 
fitted therein between which a quan- 
tity of nickel filings is placed. The 
latter forms an imperfect electrical 
contact between the pistons, and takes 
the place of the spark gap in the re- 
ceiving antenna. When the oscilla- 
tions are set up in the antenna by the 



84 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Hertzian waves, due to their high pres- 
sure or voltage, they break through 
the imperfect contact of the coherer, 
causing the filings therein to cohere or 
string together and thus produce a 
much better electric path through the 
coherer. The action is microscopic 
and cannot be detected with the naked 
eye. However, the coherer, aside from 
being a part of the antenna circuit, is 
also made a part of a local battery cir- 
cuit, which contains a telegraph re- 
ceiver, and whenever the electric os- 
cillations open a good path through the 
filings for the local circuit, the tele- 
graph instrument will be energized by 
the local battery only. In order to 
break this path after the oscillations 
have ceased, or, in other words, to 
cause the filings to decohere, they are 
constantly jarred apart by means of 
the "tapper," which is in reality an 
electric bell with the gong removed and 
the clapper striking the coherer tube 
instead. Carbon granules may be sub- 
stituted for metallic filings, and in this 



case no tapper is necessary, the co- 
herer being self-restoring. 

In transmitting messages a tele- 
graph key in the primary circuit of the 
induction coil is operated according to 
the usual Morse code, and this causes 
sparks to leap the spark gap at corre- 
sponding intervals. These signals will 
then be transmitted by the Hertzian 
waves to the receiving station, where 
they will be recorded by the telegraph 
receiver. The coherer is not by any 
means the only wave detector in use. 
Every wireless telegraph company has 
one or more different types of detect- 
ors. 

The Marconi Company also an- 
nounce the opening of a station at The 
Breakers, Palm Beach, Florida, for 
handling messages to ships fitted with 
the Marconi system trading south of 
New York. Rate $2.00—12 plus land- 
line tolls. 

In addition to the station at The 
Breakers, arrangements have been 
made with the United Fruit Co. for 
the use of the following stations : 



\^ 



• 



A 



A/ 



%L 



icosii 
3omveJ& 

GULTOF] JL. 
*T.IAWKENCE 



■Belle Isle 





arts Content 
!St. Jolms '■'-. 



Sydney <<& Ca P e Race I 



•re> 



2? 



Sable I 



Jarfolk 

jCape Halber&s 



WIRELESS STATIONS IN THE UNITED STATES 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



85 



For Ten Words 
or Less. 

New Orleans, La $2.00—12 

Burrwood, La 2.00—12 

Cape San Antonio, Cuba 2.00 — 12 

Swan Island 2.00—12 

Port Limon 2.00 — 12 

Bocas del Toro 2.00—12 

Bluefields, Nicaragua... 2.00—12 
Rama, Nicaragua 2.00 — 12 

Messages for transmission via all of 
the above-mentioned stations are 
counted and charged for in accordance 
with the methods used by the land- 
line companies for domestic messages. 

Wireless messages to be sent to 
steamers, either outgoing or incoming, 
should be addressed as follows : 
Charles Smith, S. S. Campania, via 
Seagate, New York, or Charles Smith, 
S. S. Campania, via South Wellfleet, 
Mass. All wireless messages must be 
prepaid. Should the wireless station 
via which the message is first routed 
fail to reach the steamer addressed, 
the fact will be reported to the orig- 
inating office, so that, if the sender 
orders, the message may be sent to 



another station. When this is done, 
tolls must be computed via the new 
route, and any necessary additional 
tolls collected. In case the Wireless 
Co. fails to reach a steamer and the 
sender does not order it forwarded, the 
"other" line or "wireless" toll may be 
refunded. 

The following is a list of all of the 
stations equipped with the Marconi 
telegraph in the United Kingdom : 

Caister, Crookhaven, Seaforth, Liv- 
erpool, Lizard, Niton, North Foreland, 
Rosslare, Withernsea, Broomfield, 
Fraserburgh, Haven, Poldhu, Clifden, 
Fastnet, Inishtrahull, Flannan Islands, 
Malin Head, Butt of Lewis, Cross 
Sand Light Vessel, Bolt Head, Sunk 
Light Vessel, Tongue Light Vessel, 
Gull Light Vessel, East Goodwin Light 
Vessel, and South Goodwin Light Ves- 
sel. The most important stations are 
Poldhu and Clifden. The former trans- 
mits news to ships carrying special 
long-distance Marconi apparatus, and 
the latter is used for transatlantic 
communication with the station at 
Glace Bay, N. S. The ordinary 
(Continued on page 88) 




"Valear 



WIRELESS STATIONS IN EUROPE 



86 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



WIRELESS INFORMATION. 



Travelers by the principal passenger vessels 
listed have at their disposal when at sea, a 
Public Telegraph Service in the Marconi 
Wireless Telegraph System, working in con- 
junction with the ordinary Inland Telegraphs 
and the International Cables throughout the 
World. 

Telegrams are accepted on board ship for 
transmission to all parts of the world through 
such Marconi Telegraph Stations as the vessel 
may pass. Through rates can be obtained 
from the Pursers and Operators on the ships. 

Telegrams are also accepted for passing 
ships fitted with Marconi Telegraphs, either 
for delivery on board or for re-transmission 
through shore stations. 

Prepaid telegrams for transmission to ships 
at sea are accepted at the offices of the Postal 
and Western Union Telegraph Companies, 
and at the Marconi Company's Head Office, 
27 William Street, New York, where full in- 
formation can be obtained. 

The Company's Shore Stations in North 
America are situated at Sea Gate, L. I., Sag- 
aponack, L. L, Siasconset, Mass., and com- 
municate with the vessels listed below at 
times when they are four, eight and four- 
teen hours respectively from New York. 

The Canadian Marconi Company's Station 
at Camperdown, N. S-, is also available and 
may be used when vessels are 36 hours from 
New York. 

A charge is made for the first ten words or 
less and at a reduced rate for each word over 
ten. The address and signature are not 
charged for. 

For 10 words 
or less. 

Via Sea Gate $2.00 

Sagaponack 2.25 

Siasconset 3.00 

Camperdown , 4.00 

The above rates are the Wireless rates; 
senders will pay in addition thereto, the 
regular tolls to or from the points named. 

The vessels marked with an asterisk (*) may 
be reached at any time within 60 hours from 
New York by routing telegrams via this Com- 
pany's High-Power Station at South Wellfleet, 
Mass. The charge for such messages is $5.00 
for 10 words or less, plus the regular tolls to 
South Wellfleet. A new station at Palm Beach 
has just been opened, rate $2.00. 



PARTIAL LIST OF MARCONI TELE- 
GRAPH OFFICES ON SHIPBOARD. 



Adriatic 
Alice 

America (Italian) 
♦Amerika 
Ancona 
Arabic 
Argentina 
Baltic 
Barbarossa 



♦Batavia 

Berlin 
♦Bliicher 
♦Bulgaria 

Caledonia 

California 
♦Campania 

Canopic 
*Carmania 



♦Caronia 

Carpathia 

Cedric 

Celtic 
♦Chicago 
♦Cincinnati 
♦Cleveland 

Columbia 

Cordova 

Corsican 

Cretic 

Cymric 
♦Deutschland 

Dominion 

Duca D'Abruzzi . 

Duca de Genova 

Emp's of Britain 

Emp's of China 

Emp's of India 

Emp's of Ireland 

Emp's of Japan 
*Etruria 

Europa 

Finland 

Florida 

Florizel 

Friedrich der Grosse 

Furnessia 
♦George Washington 

Germania 
*Graf Waldersee 

Grosser Kurfiirst 

Grampian 
♦Hamburg 

Hesperian 

Indiana 

Ivernia 
♦K'rin Aug. Vic. 
*K'r Wilhelm II 
♦K'r Wm. der Grosse 

Konig Albert 

Konigen Luise 
♦Kronpz. Wilhelm 
♦Kronpz. Cecilie 

Kroonland 

Lapland 
♦La Bretagne 
♦La Gascogne 
♦La Lorraine 
♦La Provence 
♦La Savoie 
*La Touraine 

Laura 

Lazio 

Liguria 

Lombardia 
♦Lucania 
♦Lusitania 
Madonna 



Main 
Majestic 
M. Washington 
♦Mauretania 
Mendoza 
Minneapolis 
Minnehaha 
Minnetonka 
Minnewaska 
♦Moltke 
Neckar 

*New Amsterdam 
New York 
♦Noordam 
Nord America 
Oceania (Ttal.) 
Oceanic 
Pannonia . 
♦Patricia 
♦Pennsylvania 
Philadelphia 
♦Potsdam 
♦President Grant 
♦President Lincoln 
♦Pretoria 
Princ. di Piemonte 
Prinz Fried. W'm 
Prinzess Alice 
Prinzess Irene 
Re d'ltalia 
Regina d'ltalia 
Rhein 
Roma 
Romanic 
Rosalind 
♦Rotterdam 
♦Ryndam 
Sannio 
San Giorgio 
San Giovanni 
Sardegna 
Saxonia 
Sicilia 
♦Statendam 
St. Louis 
St. Paul 
Taormina 
Teutonic 
Tomaso di Savoia 
Tunisian 
Ultonia 
Umbria 
Vaderland 
Venezia 
Verona 
♦Victorian 
♦Virginian 
Zeeland 



The company is prepared to announce the 
arrival of the above vessels 48 to 4 hours be- 
fore docking at a uniform charge of $1.50 per 
vessel. 

Requests for these reports must be made 
at the Company's Head Office, 27 William St., 
New York. 

Note. — Telegrams routed via South Well- 
fleet, must be filed with the Western Union 
Telegraph Company, or at the Marconi Com- 
pany's offices. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



87 



.4^ 



| ] Lycm° 



US-'Zeugg BELGRADE ( V* ■ 




A 3 AvR A 

WIRELESS MEDITERRANEAN STATIONS 



MARCONI TELEGRAPH 



COMMUNICATION CHART. 



J A NUARY 



1910. 



TIMETO BE USED WEST OF 40° LONGITUDE NEW YORK TIME, EAST OF 40° LONGITUDE GREENWICH TIME. 
INTERSECTION OF LINES SHEWS EARLIEST TIME SHIPS CAN BE IN SAME LONGITUDE AT BEST AVERAGE SPEEDS 
COMMUNICATION SHOULD BE ESTABLISHED AT EVERY INTERSECTION EXCEPT AT CERTAIN POINTS OF THE ROUTE WHEN ONE VESSEL IS ON THE NORTHERN AND THE OTHER OH THE SOUTHERN 
EXAMINATION OF A NORTH ATLANTIC TRACK CHART WILL SHEW THE DISTANCE BETWEEN ROUTES OF DIFFERENT SHIPS DURING ANY VOYAGE. 




MARCONI CHART 
Posted in companionway to show possibilities of communication for one month. 



ss 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



{Continued from p.ge 85) 
land stations for a vessel pro- 
ceeding to Plymouth would be to pick 
up the following : Crookhaven, The 
Lizard, Bolt Head, and Niton. Ves- 
sels proceeding to Liverpool would 
first pick up Crookhaven, then Ross- 
lare and Seaforth or Liverpool. 

The following are the stations in 
Belgium : Nieuport and Antwerp. 
The stations in Italy are as follows : 
Capo Mele, Palmaria, Capo Sperone, 
Forte Spuria, Cozzo Spadaro, Monte 
Mario, Becco di Vela, Asmara, Ponza, 
Santa Maria di Lenca, Viesti, Monte 
Cappuccini di Ancona, Venice Arsenal, 
Torre Piloti di Malamocco. Bari, Ca- 
gliari, Palermo, Naples, San Giuliano 
di Trapani, Messina, Villa San Gio- 
vanni and Reggio. 

There are also stations at Antivari, 
Montenegro ; and Port Said and Tort 
Tewfik, in Egypt. 

The stations in the United States 
are as follows : Cape Cod, Sea- 
gate, Sagaponack, Siasconset, South 
Wellfleet (Cape Cod), the sta- 
tion at Cape Cod transmits news 
to ships carrying special long-dis- 
tance apparatus; Hotel Plaza (New 
York City), and The Breakers. The 
Canadian stations are as follows : 
Camperdown (Halifax, N. S.), Cape 
Sable (Nova Scotia), Sable Island, 
St. John (New Brunswick), Cape 
Race (Newfoundland), Cape Ray 
(Newfoundland), Point Rich (New- 
foundland ) , Fame Point ( Quebec ) , 
Whittle Rocks (Quebec), Grosse Isle 
(Quebec), Glace Bay (N. S. Trans- 
Atlantic Station), Father Pount 
( Quebec ) , Clarke City ( Quebec ) , 
Heath Point (Anti Costi), Cape 
Bear (Prince Edward Island), Point 
Amour (Labrador), Chateau Bay 
(Labrador), Belle Isle, Battle Har- 
bor (Labrador), Venison Island 
(Labrador), American Tickle (Labra- 
dor), Domino (Labrador), Indian 
Harbor (Labrador), North Sydney, 
Montreal. Three Rivers. There are 
also stations at Punta del Este, Uru- 
guay ; and Bernal and San Martin, in 
Argentine. 

UNITED WIRELESS 

The United Wireless Telegraph 
Service maintains a large numDer of 
stations, and a considerable number of 
Atlantic, Gulf and Great Lake steam- 
ers, as well as Pacific Coast boats, are 
equipped with their system. The rate 
is $2 for ten words or less, and ten 
cents for each additional word. Mes- 
sages sent to or from inland or coast 
points, where the company has no 



wireless station, bear an additional 
charge for transmitting the message 
by the Western Union or Postal Tele- 
graph stations, the amount of the ad- 
ditional charge being according to the 
tariff rate of the company controlling 
the land lines. No charge is made 
for addresses or signatures. 
THE DAY BEFORE SAILING. 

It is always wise to visit the 
steamer the day before sailing when 
this is possible. This enables the nec- 
essary inquiries, such as the location 
of seats at the table, and steamer 
chairs, etc., to be settled decidedly. 
If the seats cannot be assigned at that 
time, at least a reservation can be 
made. BAGGAGE. 

Each steamship company has rules 
relating to baggage which should be 
carefully observed. The amount car- 
ried free is usually eighteen cubic feet, 
but this amount varies. Eighteen cubic 
feet mean about 200 pounds. The 
remarks relating to baggage may be 
regarded as a kind of composite pic- 
ture of the subject and the informa- 
tion given should not be considered as 
final. Always address the companies 
for detailed * information. They will 
cheerfully supplement this with 
written directions if necessary. 

When vou pay for your steamer 
ticket always ask for baggage tags 
which are freely provided by the 
steamship company. Be sure that the 
right labels are attached to every 
piece of baggage. Use the stateroom 
tag for the steamer trunk and other 
articles of baggage which are to be 
placed in the staterooms. If you are 
likely to want access to a trunk during 
the voyage, a "Wanted" label should 
be put on. Baggage which is not 
likely to be called for during the 
voyage is put in the hold, using the 
"Hold" or "Not Wanted" label. 

Special labels for each port are 
furnished, and care should be exercised 
in using the proper tags in order to 
avoid delay or loss. 

Labels on trunks and cases should 
not be placed on the sides, or on the 
top, but on both ends. The name of 
the passenger should also be marked 
legibly and durably on every piece of 
baggage apart from the label, in case 
the tags are lost or damaged. 

Baggage may be sent to the pier 
a few days in advance of the sailing 
day. Passengers arriving in New York 
by train may have their trunks checked 
to the pier by the baggage express 
agent, who passes through the train 
shortly before its arrival. All baggage 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



89 



UNITED WIRELESS COMPANY'S ATLANTIC AND 
GULF COAST STATIONS 



Atlantic City, N. J. 

Albany, N. Y. (Ten Eyck Hotel.) 

Boston, Mass. (2) (Boston Herald Bldg.) 

,, (Broad Exchange Bldg.) 
Bridgeport, Conn. 

Baltimore, Md. (Balto. American Bldg.) 
Cape Hatteras, N. C. 
Charleston, S. C. 
Elizabeth City, N. C. 
Eastport, Me. 
Fort Morgan, Ala. 
Galilee, N. J. 
Grand Island, La. 
Galveston, Tex. 
Havana, Cuba. 

Jacksonville, Fla. (Hotel Aragon.) 
Key West, Fla. 
Long Beach, L. I. (Nassau Hotel.) 



Mount Beacon, N. Y. (Beaconcrest Hotel.) 

Mobile, Ala. 

New York City. No. 42 Broadway. 

(Manhattan Beach.) 

(Waldorf-Astoria Hotel.) 
Norfolk, Va. (Garrett & Co. Winery.) 
New Orleans, La. (Hotel Grunewald.) 
Philadelphia, Pa. (Bellevue-Stratford Hotel. 
Port Arthur, Tex. 
Providence, R. I. 
Santo Domingo City. 
San Juan, Porto Rico. 
Savannah, Ga. 
Tampa, Fla. 
Tangier Island, Va. 
Washington, D. C. 
Wilmington, Del. 



(New Willard Hotel.) 



SHIPS EQUIPPED WITH UNITED WIRELESS SYSTEM- 
ATLANTIC, GULF 

MAINE S. S. CO. 

*North Star ^Manhattan 

Northland 

PANAMA R. R. CO. 

Ancon Colon Advance 

Cristobal Panama Allianca 

EASTERN S. S. CO. 
Calvin Austin 

WILSON LINE 
Estrimo 

OLD DOMINION S. 
^Hamilton 
*Jamestown 
*Jefferson 

LAMPORT & HOLT S. S. CO. 
Vasari Verdi 



MALLORY LINE 




Denver 


Colorado 


Concho 


Sabine 


San Jacinto 


Alamo 


Nueces 


Lampasas 


Brazos 


San Marcus 


Rio Grande 


Comal 


R. M. S. PKT. CO. 




Orinoco 


Nile 


Oruba 


Clyde 


Tagus 


Thames 


Trent 


Oratava 


Atrato 


Ortana 


Magdalena 


Berbice 


OCEAN S. S. CO. 




City of Columbus 


Nacoochee 


City of Memphis 


City of Macon 


City of Augusta 




City of Atlanta 




City of Savannah 




City of Montgomery 




City of St. Louis 





N. Y. & P. R. S. S. CO 
Carolina Ponce 

San Juan Coamo 



RED "D" LINE 
Philadelphia 

CONS. COAL CO. 
Tug "Savage" 



Caracas 



S. CO. 
*Monroe 
*Princess Anne 



VACARRO BROS. 
Vacarro 



IND. S. S. 
Rosina 



CO. 



MERRIT & CHAPMAN D. & W. CO. 

Relief 

AMERICAN MAIL S. S. CO. 
Admiral Schley Admiral Dewey 

Admiral Farragut 

PENINSULAR & OCC. S. S. CO. 
Gov. Cobb Miami 

INTER. OCEAN S. S. CO. 
Sierra 



*Wireless rates on steamers North Star, Hamilton, Jamestown, Jefferson, Monroe, Princess 
Anne, Manhattan, Yale and Harvard are $1.00 for ten words or less and 7c. for each additional 
word. 



There is an ordinance in the village of 
Oberammergau forbidding the use of power 
cars in the village territory. The Passion 
Play committee, however, have succeeded in 
rescinding this ordinance during May, June, 
July, August and September} of 1910. 
Furthermore, the Passion Play committee 



has built a fireproof garage with accommoda- 
tions for 200 cars and their attendants. A 
leading firm has contracted to keep the roads 
free from dust by the use of oil. It is ex- 
pected that a dirigible balloon will also 
make daily trips between Munich and Ober- 
ammergau. The distance is 43 miles. 




THE WIRELESS OPERATOR 
Is a Power in Time of Need, Flashing his "G. Q. D." or "S. O. S." into space 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



91 



must be claimed at the pier prior to 
boarding the steamer on. the day of 
sailing. 

Passengers are advised to keep all 
small pieces of baggage, such as hand 
bags, satchels, etc., in their possession, 
and take them on board personally 
on embarkation. 

The expenses connected with the 
transfer of baggage from the pier to 
the steamer or from the baggage depot 
to the lighter or tender, thence on 
board the ocean steamer and from it 
to the delivery room, are borne by the 
company. 

All matters with reference to bag- 
gage must be arranged with the bag- 
gagemaster on the pier ; other em- 
ployees of the company are not per- 
mitted to accept commissions to at- 
tend to any matters which do not per- 
tain to their duties and positions. 

On some lines the checking system 
used by American railways has been 
introduced to facilitate the transporta- 
tion of baggage between New York 
and ports of call of the steamers, as 
well as inland points in Europe, Lon- 
don, Paris, Hamburg, to which pas- 
sengers are forwarded by special 
trains. 

To effect this through checking, a 
perforated check is used, one part or 
which is fastened to the baggage, and 
the other given to the passenger. 

EXCESS BAGGAGE. 

Each cabin passenger, including 
each child who pays half fare, is en- 
titled to the free carriage of hand 
baggage and of a stateroom trunk 
about 36 inches in length, 22 
inches in breadth and 14 inches in 
depth, or of a similar piece of baggage 
about that size, to the place of des- 
tination. This applies to German lines 
only. For each piece of additional 
baggage, not exceeding 18 cubic feet 
in measurement and 200 lbs. in weight, 
the following charges are made : 

1. Between New York and Ham- 
burg, Cherbourg, Bremen, Boulogne S. 
Mer, Southampton, Plymouth, Gibral- 
tar, Genoa or Naples : eastbound, .$1.00, 
or westbound, M. 4, Frs. 5, 4 Sh., or 
Lire 5. 

2. Between New York and Paris via 
Boulogne S. Mer : eastbound, $2, or 
westbound, M. 8, or Frs. 10. 

3. Between New York and Paris 
via Cherbourg : eastbound, $3, or west- 
bound, M. 12, or Frs. 15. 

4. Between New York and London 
via Plymouth or Southampton: east- 



bound, $2, or westbound, M. 8, or 8 
Sh. 

5. Between German and French or 
English Channel Ports, also between 
French and English Channel Ports, 
also between the Italian Ports of 
Genoa and Naples : $0.50, or M. 2, or 
Frs. 2.50, or 2 Sh., or Lire 2.50. 

If the measurement or weight limit 
above stated is exceeded, the charge 
will be increased proportionately two, 
three or more times the above rate. 

The liability of the company for 
damage or loss, as well as for delay 
in delivery, and any responsibility 
which may legitimately attach to the 
shipowner for the baggage, is limited 
to .$100.00 for each first cahin trunk ; 
.$50.00 for each second cabin trunk ; 
.$40.00 for each third cabin or steer- 
age passenger's baggage. 

If the value of the baggage exceeds 
these amounts, and greater compensa- 
tion is desired in case of loss or dam- 
age, the value and contents of each 
package must be declared to the bag- 
gagemaster before boarding the 
steamer, and a charge of 1 per cent, 
on the excess value must be paid. 

The company does not assure re- 
sponsibility for loose baggage, prop- 
erty or personal effects of any kind 
which remain in possession or care of 
the passengers during the voyage. 

Claims regarding damage or loss of 
baggage must be made to the com- 
pany's representatives immediately 
after arrival of the steamer at the port 
of destination. 

ARTICLES NOT ACCEPTED AS 
BAGGAGE 

Only regular baggage is accepted at 
the rates stipulated. For merchandise 
and packages of a commercial shape, 
if accepted by the company for trans- 
portation as baggage, double the high- 
est rate of the company's tariff is 
charged with a minimum charge of M. 
20, Frs. 25, westbound, or $5.00 east- 
bound, per piece. 

Merchandise, money, valuable docu : 
ments or articles of value ,will not be 
accepted as baggage, and the company 
will accept no responsibility for such 
articles when shipped as baggage. 

BICYCLES 

For the transportation of bicycles 
on board the steamer, a charge of 
$2.50 eastbound, or M. 10. Frs. 12.50, 
10. Sh., or Lire 12.50 westbound, per 
bicycle is made. Bicycles must be 
crated or boxed. Motor cycles must 



92 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



also be crated and their tanks must be 
empty. The charge made for carrying 
same is $5.00. 

TRANSPORTATION OF ANIMALS 

Dogs, cats, monkeys, birds and other 
animals must be properly caged and 
are kept below deck, in care of one 
of the ship's employees. 

DOGS. 

Dogs are not admitted into Great 
Britain without a license from the 
Board of Agriculture, and will not be 
received on board any steamer with-out 
such permission. The companies will 
give detailed information to interested 
parties. The expense of transporting 
dogs is usually from $10.00 to $25.00. 
They are taken care of by the butcher, 
who should receive a fee for the same. 
Dogs are not allowed at large on the 
decks, although on some boats they 
can be exercised with a leash. Trav- 
elers should ascertain this point, how- 
ever, from the purser or proper of- 
ficial on board. 

PLANTS. 

The German Government does not 
permit the landing of living plants in 
the German Empire. Passengers carry- 
ing such plants render themselves 
liable to fines and penalties. 

BAGGAGE INSURANCE 

Steamship companies' liability is 
limited to the amount specified on the 
steamship contract ticket ; marine in- 
surance can, however, be effected at 
very moderate rates, and the conditions 
are so favorable that it is surprising 
that more passengers do not avail 
themselves of this opportunity. In- 
surance can be effected at any steam- 
ship company's office. Insurance 
against burglary can also be secured, 
and many insurance companies issue 
clothing policies which cover all kinds 
of contingencies. 

The following information relating to 
baggage insurance is about the same as the 
regulations of all other companies, and may 
be considered as typical: 

The Company's liability for baggage is 
strictly limited, but arrangements hav^J been 
made whereby passengers can have same in- 
sured against loss by sea or land, including 
risk of fire, breakage, theft or pilferage, from 
the time the baggage is received by the lines 
or their Agents at port of departure, and until 
delivery at destination. Other risks can also 
be insured against, and the following table 
of premiums payable is given for the infor- 
mation of passengers wishing to avail of this 
arrangement, viz.: 



Rate per $100 

1. $0.20 New York or Boston, to any 
of the principal Cities or Towns in the United 
Kingdom. 

2. $0.20 New York to Cherbourg or Paris. 

3. $0.32 } 2 New York or Boston, to any 
of the principal Continental Cities, via United 
Kingdom. 

4. $0.12 Y 2 Paris or Berlin to United King- 
dom only. 

5. $0.33 \i New York or Boston, to Cairo, 
Alexandria, Genoa or Naples. 

6. $0.37 y 2 New York or Boston, to Cairo, 
Alexandria, Genoa, Palermo or Naples via 
United Kingdom. 

7. $0.16 2-3 Paris or Berlin to Genoa, 
Naples, Alexandria or Cairo. 

Or Vice /Versa in Every Case. 

8. $0.16 2-3 between any of the ports of 
call in the Mediterranean. 

In addition to the above, Stamp Duty at 
the rate of 6 cents -per $500 or any part thereof 
must be charged in every case. 

Crockery, China, Glass and Pictures free of 
breakage unless caused by the vessel being 
stranded, sunk, burnt, on fire or in collision. 

The Company strongly recommends pas- 
sengers to insure their packages whenever 
practicable, as in the event of loss or damage 
to baggage, the companies cannot under any 
circumstances accept any liability beyond the 
amount specified on their steamer contract 
ticket. 

Another form of insurance, known 
as the "Tourist Floater," covers the 
loss or theft of baggage or personal 
effects in transit by rail or water, or 
loss by fire while in any ordinary 
repository, i. e. dwelling, hotel, store- 
house, railway station, etc. 

It is a desirable form of insurance 
owing to the limited liability of trans- 
portation companies as expressed on 
their tickets and sustained in the 
courts. RATES PER $100. 
For 1 Month (or part thereof) 

U. S. and Can. $0.40 Foreign $0.50 
For 2 Months (or part thereof) 

U. S. and Can. $0.60 Foreign $0.75 
For 3 Months (or part thereof) 

U. S. and Can. $0.80 Foreign $1.00 
For 6 Months (or part thereof) 

U. S. and Can. $1.40 Foreign $1.75 
For 12 Months (or part thereof) 

U. S. and Can. $2.00 Foreign $2.50 

STORAGE AND FORWARDING 
OF BAGGAGE 

It is possible to leave the steamer 
trunk at one port and have it for- 
warded to another, in anticipation of 
the return voyage. Transportation 
charges and storage must, of course, 
be paid. The purser or baggagemaster 
on the vessel will give full information 
as to the proper method to pursue. In 
case the traveler is to sail from another 
port, the kevs of the trunks must be 
left with the proper officials. Always 
write to the office of the steamship 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



93 



company at the port of departure when 
baggage is forwarded, in order that 
the baggage may be gotten out of stor- 
age, and so that it may be placed on 
the vessel without loss of time. 
It is wise to ask the steamship 
company to acknowledge the receipt of 
such 'instructions, as nothing is worse 
than to have a trunk miscarry at the 
wrong time. 



CHECKING OF BAGGAGE IN 
BOND 

The principal railroads have in- 
augurated a system of handling bag- 
gage in bond to and from points in 
Canada and Vancouver ; also to San 
Francisco for immediate shipment 
from there to the East. Baggage in- 
tended for immediate exportation to 




TYPES OF BAGGAGE LABELS 
The Big "B" shows how Baggage is Marked for Gustom Sorting 



94 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



these points, arriving at the Port of 
New York, is forwarded in bond and 
no examination is therefore necessary 
on the part of the United States Cus- 
toms officials. Ordinarily, under this 
plan, baggage will go forward on the 
same train with the owner ; no charge 
is made for the service except for 
wagon transfer of such baggage from 
the company's piers to the railroad 
station. The uniformed agents of the 
railroads meet all incoming steamers 
and will make all arrangements for the 
checking and bonding of baggage upon 
request. 

A similar system is in operation in 
Europe for the transfer of baggage be- 
tween cities having Custom-house 
facilities. 

Baggage may be forwarded by fast 
or slow freight. Slow freight is not 
recommended as it takes too much 
time. 

Passengers traveling to either Cher- 
bourg or Hamburg, and whose ultimate 
destination is London, can arrange 
with the baggagemaster on board 
steamer to have their surplus baggage 
landed at Plymouth for the purpose 
of being forwarded by the local Ply- 
mouth agents, for storage. Such bag- 
gage will be examined by the Customs 
authorities at Plymouth, and duty, if 
any, charged on articles subject there- 
to, viz., wines, spirits, perfumery, to- 
bacco,' cigars, cigarettes, etc. 

STORAGE CHARGES 

In forwarding baggage all incidental 
expenses, including customs duty, por- 
terage, dock clues, cording, are payable 
by the passengers. 

Storage rates average about twenty- 
five cents per month for each piece 
not exceeding 100 pounds. This rate 
does not always cover insurance which 
should be arranged for specially. Local 
transfer charges vary in different 
places, but average about twenty-five 
cents for each piece. 

EXPRESS RATES 

The following is a tariff of all rates 
for express packages. It should be re- 
membered that rates of this kind are 
subject to change without notice, and 
they are published solely in the inter- 
ests of the traveler. These rates unay 
be considered to be maximum. Thus 
we find another company offering ship- 
pings to Italy as low as 40 cents a 
single pound to Genoa, 00 cents to 
Rome, and 65 cents to other railway 
stations. Also a rate of 30 cents a 
pound to Paris and 25 cents a pound 
for shipments to London, via South- 



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SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



95 



ampton. The rates on say a hundred 
pounds do not vary in quite the same 
ratio. It is believed that with this 
tariff of rates the intending traveler 
can make his arrangements as to ship- 
ping packages of guide books, etc., 
rather more intelligently than without 
it. Rates to South Africa, North 
Africa, Asia, India, Japan, Australia, 
the West Indies, Porto Rico, Central 
America and South America are not 
included, as these rates vary so radi- 
cally that it is impossible to get any 
accurate idea of what the shipment 
would actually cost without the pub- 
lication of a more extensive table 
than space will permit. 

HAND BAGGAGE, ETC. 

If possible only hand baggage should 
be taken by the traveler on the Con- 
tinent, as in many countries nothing 
will be carried free in the baggage 
vans, as is the case with Italy, 
Switzerland and Germany. Austria 
and Denmark allow 55 pounds free ; 
France and Spain 66 pounds ; Belgium 
and Holland 55 pounds on through 
routes only, while in England 150 
pounds on each first class ticket, and 
100 pounds on third class tickets, is 
allowed. The baggage is charged by 
weight where nothing is allowed and 
no definite rates can be given. A re- 
ceipt is given for all money paid for 
the transportation of baggage and this 
corresponds to our check. 

It should be borne in mind that a 
passenger cannot claim more space for 
his hand-baggage than is comprised in 
the space under his seat, or in the 
netting overhead ; it should, therefore, 
be condensed as much as possible. As 
a rule the seat space does not exceed 
22 inches in width. On the mountain 
railways there are frequently no racks 
for hand-baggage. If possible, the 
tourist should only take a small valise 
or suitcase that he can carry in the 
hand. It should be of simple construc- 
tion, so that it can be opened in an 
instant for Customs examination. All 
baggage should be marked with the 
owner's name and place of destination 
in full, and fastened with case locks. 
Padlocks and straps are objectionable, 
being liable to damage or removal. 
Canvas coverings are also undesirable, 
their removal often leading to the loss 
of the package. Jewelry and other 
valuables should not be placed in reg- 
istered luggage. 

The Rhine is very shallow; thr; depth at 
Cologne is only 10 feet. 



MISDESCRIPTION OF FURS 

Consul-General John L. Griffiths re- 
ports that the London Chamber of 
Commerce, through its fur and skin 
trades section, has issued a note of 
warning to furriers, drapers and 
others throughout the United King- 
dom in regard to common "misde- 
scriptions" of furs. 

The following is a list of the most 
common misdescriptions included in 
the list : 

"Real Russian sable" — American 
sable. 

"Sable"— fitch, dyed. 

"Bear" — goats, dyed. 

"Fox" — hare, dyed. 

"Lamb or broadtail" — kids. 

"Mink, sable, or skunk" — marmot, 
dyed. 

"Sable"— mink, dyed. 

"Mink or sable" — musquash, dyed. 

"Seal," "Electric seal," "Red River 
seal," and "Hudson seal"- — musquash, 
pulled and dyed ; or nutria, pulled and 
dyed ; or rabbit, sheared and dyed. 

"Beaver and otter" — nutria, pulled, 
natural. 

"Beaver" — opossum, sheared and 
dyed. 

"Seal" — otter, pulled and dyed. 

"Sable or French sable" — rabbit, 
dyed. 

"Ermine" — rabbit, white. 

"Chinchilla" — rabbit, white, dyed. 

"Skunk"— wallaby, dyed. 

"Fox" — white hare. 

In addition, white hairs are in- 
serted in foxes and sables to make 
"silver foxes." The secretary of the 
section invites purchasers who have 
doubt about the genuineness of furs 
to refer Jto the Vigilance Committee, 
which is ready to give expert opinion 
free of charge. 

SHIPMENT OF HOUSEHOLD 
GOODS TO AND FROM EUROPE 

An ideal way to ship furniture, 
household effects, works of art, etc., 
is by means of lift furniture vans, 
which are loaded, locked and sealed in 
the presence of the owner of the goods. 
They are then taken to the steamship 
dock, whore they are lifted bodily from 
the wagon truck into the hold of the 
steamer, and arc not opened until they 
reach their destination abroad. These 
vans are constructed entirely of steel, 
and are moved with equal facility by 
road, rail or sea. The charges are in- 
clusive from door to door, with or 
without insurance. 



PART II. 



THE VOYAGE 



It is a good rule to always be at 
the dock a full hour before the adver- 
tised time of sailing. This will enable 
you to look after your baggage and 
see that the smaller articles of baggage 
are placed in the stateroom. The 
stewards will usually, on request, lock 
the stateroom to prevent the possible 
theft of hand-baggage, rugs, umbrellas, 
etc. The company assumes no re- 
sponsibility for loose baggage unless 
placed in the hands of the baggage- 
master. Visitors from other cities 
should aim to reach New York the 
day before sailing, and the same re- 
marks apply to those who sail from 
Philadelphia, Boston, etc. It is very 
essential that ample time be allowed 
to transfer baggage from railroad sta- 
tions to the pier. After a reasonable 
time has been allowed for the express 
company to make the transfer, the pier 
should be called up and the baggage- 
master should be inquired for, then 
make your inquiries as to whether the 
baggage has been received, specify the 
number of pieces, and the style, as 
"steamer trunk," "Saratoga trunk," 
etc. In case of non-receipt, call up 
the express company and have the 
matter traced at once. If visitors are 
stopping at a hotel or private house 
where all the baggage is collected, a 
cab should be taken to the pier. Allow 
ample time not only for the run, but 
for waiting at the pier, as there will 
be many carriages on the day of sail- 
ing. When the vehicle comes near to 
the gang-plank the passengers should 
alight and the baggagemaster should 
be asked to put the steamer trunk and 
hand-baggage in the stateroom. Stew- 
ards are on hand to make the transfer. 
Trunks which are not wanted at all 
during the voyage should have a "hold" 
label or label which says, "not 
wanted." Trunks which mjty be 
needed during the voyage should have 
a "wanted" label attached ; they will 
then be put in a place where access 
can be had at any time during the 
voyage upon proper notice to the 
purser, or other official in charge. The 



baggage having been disposed of, the 
visitor should buy such reading matter 
as will be needed from the newsstand 
and then the stateroom should be 
sought. If the stewards lock up the 
baggage there will be less anxiety 
than if the stateroom is left open. 
The passenger should then repair to 
the deck to meet his friends. In the 
height of the season and on a large 
steamer, it is sometimes wise to ask 
your friends to meet you in some fore- 
ordained place, such as the music- 
room, the lounge, the main saloon, the 
main deck, or near the purser's office. 

Lists of passengers in printed form 
can be obtained at the purser's office, 
chief steward's office, or in the saloon 
before leaving. It should be remem- 
bered that many persons engage 
passage a few hours prior to sailing, 
so that the steamer lists are only ac- 
curate in a general way. There are 
usually enough steamer lists so that 
visitors can take one away with them. 
The seating at table is referred to 
elsewhere, also steamer chairs. 

Ocean steamers sail promptly un- 
less they are held back by some un- 
foreseen circumstance, such as fog. 
After bidding good-bye to friends it 
is interesting to stay on deck until 
the vessel warps out and she turns her 
bow seaward in midstream. The trio 
down the bay is, of course, always in- 
teresting even to New Yorkers. Ellis 
Island, the Statue of Liberty, Staten 
Island, and Coney Island, are all soon 
left behind. In the meantime the 
sailor^ have been getting out the sea 
ladder for the pilot's descent ; at last 
the steamer is abaft the pilot boat with 
its yellow funnel looking not unlike a 
private yacht. A rowboat is put off 
from the steam pilot boat and the 
sailors throw the rowers the rope and 
the boat is trailed alongside and 
brought underneath the sea ladder. 
There is a sharp clank-clank in the 
engine-room of the signals and the 
machinery stops, while the pilot with 
his little bag of mail shakes hands 
with the captain and disappears over 



96 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



97 



the rail. He reaches the rowboat, the 
rope is cast off, and as soon as it is 
a safe distance from the ship, clank- 
clank goes the engine signal from the 
bridge, and the machinery is not usu- 
ally stopped again until a foreign 
port is\ reached. The dropping of the 
pilot is the last bit of excitement which 
the passenger is apt to have unless 
another vessel is sighted during the 
trip, or a possible whale, or in ex- 
treme cases, an iceberg ; gulls and por- 
poises can be seen almost daily during 



PASSENGERS' QUARTERS 

The ventilation in modern ships is 
practically perfect, and inside rooms 
are liked by many travelers who pre- 
fer those rooms which are apt to be 
very much warmer in winter, and also 
by those who do not like to be re- 
minded of the sea and the motion of 
the vessel. The inside rooms are usu- 
ally by far the cheapest, and those 
wishing to make the trip as economi- 
cally as possible can secure accommo- 




SPACIOUS COMPANIONWAY OF THE " LUSITANI A "—SHOWING ELEVATORS 



the trip. The sight of a whale is not 
so unusual at sea as a passenger may 
think ; he may see two for each five 
voyages. This is based on the ex- 
perience of the writer. The next point 
of land which will be seen will usually 
be the coast of Ireland or the Scilly 
Islands, and the passenger is now free 
to enjoy the good cheer and the amuse- 
ments which the ship affords. With 
the wireless the traveler does not feel 
so entirely cut off from the world as 
in former years when the only news 
of any description which could be re- 
ceived was when another vessel was 
met somewhere in the great ocean lane. 



dations in such rooms to advantage. 
It must not be supposed that because 
a room has a port-hole, this port- 
hole can be kept open at all times ; 
they are usually closed by the stewards 
at night except in very fair weather, 
as a change in the course of the ves- 
sel might result in the shipping of 
water to a considerable extent which 
might damage the personal property 
of the occupant of the room and might 
even endanger the safety of the ship 
provided there were a number of port- 
holes open at one time. Rooms on the 
promenade decks usually have win- 
dows opening out on the deck which 



98 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



may be kept open at all times except 
when heavy seas are being shipped 
and spray is apt to enter the rooms. 
The vessels are heated either by steam 
or electricity. Electric heating is very 
insidious, the heat appears to be given 
out very slowly, but as soon as the 
heater has reached its maxim, the heat 
is intense, and care must be exercised 
that nothing in the way of clothing 
should be placed on or near the heater. 
The writer knows of one sea captain 
who went to sleep with his feet on the 



stewards bring around hot water half 
an hour before dinner time. On many 
lines a bugle call is sounded half an 
hour before each meal, giving a chance 
to make any necessary changes in 
clothing. Where it is necessary to 
have two sea tings at the table, the 
room steward will wake up the pas- 
sengers who eat at the first table in 
ample time. On retiring, the door 
should be fastened slightly open with 
the aid of the hooks which are pro- 
vided. One of the first things which 




AT HOME IN A LUXURIOUS STATEROOM 
With French prints on the walls and all the Service that a First-Class Hotel Affords 



innocent radiator in his chart room. 
The subordinate officers walked the 
bridge for two weeks. Electric curl- 
ing irons, bed-warmers, and electric 
warmers for milk for children are pro- 
vided on some lines. Electric light 
will be found on all trans-Atlantic 
steamers, and the rooms are ade- 
quately lighted. Electric bells serve 
to call the stewards and stewardesses, 
and on many steamers telephones are 
also installed, which enables the pas- 
senger to make known his wants at 
once. Fresh water is provided for 
washing, also soap, a new cake being 
provided for each passenger, each 
trip. There are plenty of towels, and 
warm water for washing and shaving 
is provided on request, and usually 



a sailor learns when he goes to sea 
is not to be locked up in a room while 
afloat, and passengers may well note 
this. In case of a collision, or other 
emergency, it might prove very dan- 
gerous if the passenger's door could 
not be opened immediately. All sur- 
plus money, valuables, etc., should be 
left with a purser, who will receipt 
for same. The passageways are con- 
stantly patrolled at night, but cases 
of theft, while not common, do occur. 
On the whole, considering the number 
of passengers carried, the personal 
property of voyagers is safer than in 
hotels on land. 

First class passengers are not al- 
lowed to enter second or third class 
compartments, and vice versa, as.com- 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



99 



plications might arise under the quar- 
antine regulations. Visits to the 
steerage can only be made by special 
permission. The modern steerage is 
an entirely different place from that 
which fiction has penned, and on a 
modern liner it need not offend any- 
one. 

On some of the newer German 
ships, the inside staterooms have an 
opening on a narrow passageway about 
a foot and a half wide, which is closed 
at the passageway by an iron gate. 
This narrow opening affords abundance 



it safely. Many, however, find the 
ladder unnecessary and ask for its re- 
moval. 

Life preservers will be found in 
every stateroom. Illustrations show- 
ing the method of putting on the life 
preservers will be found in. the state- 
rooms or in the passageways. It is 
only necessary to put on the life pre- 
server in cases of very grave peril. 

When the ship is rolling very badly, 
steamer trunks, satchels, etc., should 
be lashed to the berth supports or the 
sofa supports, to prevent them injur- 




A GYMNASIUM 

Is Found on the Latest Liners Equipped with Swedish Gymnastic machines of the Latest 
Type. It is open to Men and Women Alike 



of light and air and is an ideal way 
for constructing a steamer. 

On reaching a vessel, if you have a 
berth and a stateroom with another 
person, seek them out at the earliest 
possible opportunity and exchange 
cards. Occupants of the same room 
should practice much mutual for- 
bearance in the disposal of their per- 
sonal effects ; it should be remembered 
at best that the accommodations are 
very much cramped. 

A ladder is provided to enable the 
occupant of the upper berth to reach 



ing the passenger. The steward will 
attend to this matter. 

Passengers should avoid loud speak- 
ing in the corridors and staterooms 
during the night-time, as this is apt 
to keep other passengers awake. It 
is to the mutual interest of all con- 
cerned that the ship should be kept as 
quiet as possible at night, and the 
stewards are specially charged to see 
that this quiet is maintained. On 
some lines promenading on the upper 
decks i"> not permitted after a certain 
hour. > « 



100 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Avoid asking the officers questions 
about the navigation of the ship ; re- 
member that they have had to answer 
these questions many thousands of 
times, and eventually this becomes 
wearisome even to the most good- 
natured officers. The information 
contained in this book ought to be 
sufficient for the average traveler. 

Passengers should under no circum- 
stances attempt to visit the navigating 
bridge while the vessel is under way, 




THE PURSER'S SAFE DEPOSIT VAULT 

as this is absolutely against the rules 
and interferes with the work of the 
officers, who are responsible for the 
safety of the ship. 

VALUABLES 

Steamship companies are not re- 
sponsible for money, jewels, or other 
valuables of passengers. They should 
not be kept in the staterooms, but 
should be given to the purser for 
safe-keeping in the safe which is pro- 
vided ; he will receipt for same. On 
some vessels safe deposit ^vaults are 



provided, thus giving the passengers 
the same protection that they would 
have at the bank or safe deposit com- 
pany at home. It should be remem- 
bered, however, that the company ac- 
cepts no responsibility for loss or dam- 
age, however arising. The passengers 
can protect themselves by insurance, 
which see under "Baggage." 

SEATS AT TABLE 

Application should be made to the 
chief steward on boarding the steamer 
for seats at table. The chief steward 
assigns all seats at table. Where a 
number of persons are sailing on the 



"V 



i*K 



i-J 



■ % <l 'S % 



V3 a • a ... 



^V .^— ^i 









i 



)., 



r, O J, <» ; <g> 



•2 9. s a sr \J_J. 




£-V"i »y . * 

V .8 .?• !>,. - 



,t. ,t a. 



same vessel and wish to be placed to- 
gether, this fact, together with the 
names, should be sent to the company 
a day or so in advance of sailing, and 
the necessary arrangements will be 
made. 

Room stewards will arrange with 
bath stewards for reservation of a 
bath-room for a certain hour. Dur- 
ing the busy traveling season it is wise 
to write ahead for such accommoda- 
tions. 

The annexed diagram indicates the 
seating arrangements on a typical 
liner. It shows that some of the ta- 
bles have accommodations for two, 
while some of the tables accommodate 
ten people. Of course the arrange- 
ment varies on every steamer, but it 
gives an idea of what may be expected 
on an average liner. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



101 



STEAMER CHAIRS. 

A deck or steamer chair is abso- 
lutely essential to comfort. Appli- 
cations for steamer chairs should be 
made to the deck steward, who will 
issue a receipt for the amount, which 
is $1.00 for a trans- Atlantic" voy- 
age. Travelers will find it entirely 
unnecessary to take along their own 
steamer chairs, which will only prove 
a source of annoyance and expense. 
The very wealthiest travelers no longer 
carry their own steamer chairs. In 
the height of the season it is wise to 



however, be placed on electric radia- 
tors, as this is apt to char them. 

In making the eastward trip, the 
steamer chair should be nlaced on the 
south side of the deck in as shady a 
spot as possible. It is not considered 
etiquette of the sea to move the posi- 
tion of a steamer chair when once se- 
lected. Be sure your name is placed 
on the chair in some conspicuous po- 
sition, either by a tag or otherwise. 

A pillow for the steamer chair is a 
luxury which can be readily provided. 
It should be supplied with ribbons or 
tapes so that it can be fastened to the 
back of the chair. Pillows should be 




ATTENTIVE STEWARDS 
Bring Soup and Tea to those who Desire it and Meals to the Ailing 



write for a steamer chair two or three 
days in advance of sailing, as this will 
insure proper attention. The chair 
should be placed on the windward side 
of the vessel. Chairs are paid for when 
assigned. A deck steward will ask per- 
sons to vacate the chairs after they 
have been rented on request of the pas- 
senger renting the same. At least one 
heavy woolen steamer rug should be 
provided for each passenger. These 
rugs are very apt to become wet with 
the spray and should be taken to the 
stateroom at night. They should not, 



small enough to be used as a head- 
rest. Other pillows for the bottom of 
the steamer chair can be provided. 
They can be readily left in the steamer 
trunk to await the return travel. 

PACKAGES DELIVERED ON 
STEAMER 

Baskets of fruit, boxes of books, as 
supplied by Brentano's, should reach 
the steamer in ample time before sail- 
ing — if possible the day before. 
Flowers should reach the steamer an 
hour before sailing. Florists are used 



102 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



to this kind of trade and make all the 
arrangements with almost unerring 
success. Passengers can have flowers 
kept in cold storage until ship ar- 
rives. Liquors should not be sent as 
presents, as it is forbidden for pas- 
sengers to supply their own liquors. 
The stateroom number should be put 
on all package labels. 

CHANGE OF TIME 

At sea the ship's time changes daily, 
and the clocks which are usually found 
in the companionways are corrected. 
Travelers' watches should be set ac- 
cordingly as the hours of meals, etc., 
are dependent entirely upon these 
clocks. 
TIME AND WATCH ON BOARD SHIP. 

Watch. For purposes of discipline, and 
to divide the work fairly, the crew is mus- 
tered in two divisions; the Starboard (ri^ht 
side, looking forward) and the Port (left). 
The day commences at noon, and is thus 
divided: — 

Afternoon Watch 

First Dog 

Second Dog 

First 

Middle 

Morning 

Forenoon 



noon to 4 p. m. 
4 p.m. to 6 p.m. 
6 p.m. to 8 p.m. 
8 p.m. to midnight. 
12 p.m. to 4 a.m. 
4 a.m. to 8 a.m. 
8 a.m. to noon. 



This makes seven Watches, which enables 
the crew to keep them alternatively, as the 
Watch which is on duty in the forenoon one 
day has the afternoon next day, and the men 
who have only four hours' rest one night have 
eight hours the next. This is the reason for 
having Dog Watches, which are made by di- 
viding the hours between 4 p.m. and 8 p.m. 
into two Watches. 

Time — Time is kept by means of "Bells," 
although there is but one bell on the ship, and 
to strike the clapper properly against the 
bell requires some skill. 

First, two strokes of the clapper at the in- 
terval of a second, then an interval of two 
seconds; then two more strokes with a sec- 
ond's interval apart, then a rest of two sec- 
onds, thus: — 

Bell, one second; B., two secs.; B. s.; 
B. ss.; B. s.; B. ss.; B. 

1. Bell is struck at 12.30, and again at 4.30 
6.30, 8.30 p.m.; 12.30, 4.30, and 8.30 a.m. 

2 Bells at 1 (struck with an interval of a 
second between each — B. s. B.), the same 
again at 5, 7, and 9 p.m.; 1, 5, and 9 a.m. 

3 Bells at 1.30 (B. s, B. ss, B.) 5.30, 7.30, 
and 9.30 p.m.; 1.30, 5.30, and 9.30 a.m. 

4 Bells at 2 (B. s, B. ss, B. s, B.) 6 and 10 
p.m.; 2, 6, and 10 a.m. 

5 Bells at 2.30 (B. s, B. ss, B. s, B>ss, B.) 
and 10.30 p.m.; 2.30, 6.30, and 10.30 a.m. 

6 Bells at 3 (B. s, B. ss, B. s, B. ss, B. s, B.) 
and 11 p.m.; 3, 7, and 11 a.m. 

7 Bells at 3.30 (B. s, B. ss, B. s, B. ss, B. s, 
B. ss, B) and 11.30 p.m.; 3.30, 7.30, and 
11.30 a.m. 

8 Bells (B. s, B. ss, B. s, B. ss, B. s, B. ss,. 
B. s, B.) every 4 hours, at noon, at 4 p.m. 
8 p.m., midnight, 4 a.m., and 8 a.m. 



MEAL HOURS AT SEA 

The hours for meals at sea vary 
with the line and vessel. Breakfast is 
usually served at from eight to nine 
o'clock ; luncheon, from one to two 
o'clock, and dinner at seven P. M. 
Where there is a second seating these 
hours are apt to vary. Times for 
meals are usually posted in the state- 
rooms or the stewards will be glad to 
inform the passengers. Bouillon and 
crackers are served on deck and in the 
companionways, and tea is served at 



n,e llhr wird geslelH 
The OockwiH.be set 




Notice that Clock will be set For- 
ward or Backward 



four o'clock. On some lines it is pos- 
sible to get a supper at nine o'clock 
in the evening, and on other lines 
there is a buffet supper in the smoking 
room in the evening, which is apt to 
be elaborate. Passengers hungry at 
any time can always obtain something 
on application to the steward ; no one 
need ever go hungry at sea. The sea 
air is so invigorating that the steam- 
ship companies expect to furnish very 
full meals, except for those who are 
physically incapacitated on account of 
seasickness. 



The Cunard Steamship Company have 
decided to eliminate Queenstown altogether 
as a port of call for their eastbound mail ships. 
The slower liners "Caronia" and "Carmania" 
will call at Queenstown on both their east and 
westbound trips in the summer. By the 
saving of time in dropping Queenstown, it 
is expected that passengers from the "Maure- 
tania" and " Lusitania" will reach London on 
Monday in time to connect with the nine 
o'clock mail train via Dover-Calais, which 
will land them in Paris at 5.50 a. m. Tuesday 
morning. This will land passengers in Paris 
from eighteen to twenty-four hours earlier 
than by the present Cherbourg service. 
Special carriages for passengers to the Conti- 
nent via the Great Western Railway will be 
slipped at Reading, thus cutting out London on 
the trip to Dover. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



103 



CULINARY DEPARTMENT 




The Galley's Best Advertisement 

In former years the supply of salted 
meat, hardtack, etc., for the equip- 
ment of the steamer formed the most 
essential part of the catering, which 
was occasionally improved by carry- 
ing cattle on the hoof, and the victual- 
ing and culinary arrangements closely 
connected therewith, belonging to the 
most important department of the 
modern passenger vessel, have been 
considerably improved and changed 
during the last twenty years, owing to 
great advancement in the art of cold 
storage. These improvements and 
changes have attained a degree of per- 
fection which is not excelled in the 
first-class hotels in even the largest 
cities. The improvement made even in 
the catering for the steerage passen- 
gers during the last two decades plays 
an important part in the kitchen ar- 
rangements. The competition of the 
steamship lines, as well as govern- 
mental regulations, have both been ef- 
fective. 

The arrangements which have had 
to be made by the kitchen and bakery, 
owing to this great advancement, have 
given rise to the adoption of arrange- 
ments which are totally different from 
those formerly used. The modern 
bakeries, situated between-decks, bake 
delicious bread and rolls of all kinds, 
while the bakeries of the pastry cooks, 
and confectioners are famous. A 
steward of one of the large trans- 
Atlantic liners told the writer that the 
allowance for food for each first class 
passenger was $2.50 a day, without 
counting fuel, cooking, or any charge 
for service. On one of the large coast- 



wise lines, the boast of the manager 
of the line was that the food for the 
first class passengers cost only 67 
cents a day per passenger. From this 
it will be seen that there is every de- 
sire to be liberal as regards the table 
of the first class. The table of the 
second class is equally good, consid- 
ering the passage money paid, and is 
far better in every way than will be 
found in the ordinary country hotel. 
The food is better cooked and better 
served, and there are apt to be fully as 
many fresh vegetables. 

The necessity of catering for 1,000 
or 1,200 first and second class passen- 
gers on the modern express steamers 




Poultry from the Cold Storage Room is 
Always in Good Condition 



presents conditions which are paral- 
leled only by the most luxurious hotel. 
About twenty kinds of warm dishes, 
besides hot beverages, must, as a rule, 
be prepared for breakfast on the mod- 
ern passenger steamer. The luncheon 
comprises, in addition to the introduc- 
tory course and salads, which latter 
are prepared daily and in a large num- 
ber of different ways, three or four 
different soups, and eleven or twelve 
warm dishes, besides four or five dif- 



104 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



i-'erent vegetables and an ample supply 
of cold dishes. The dinners on some 
of the ships consist of ten or twelve 
courses. 

The culinary apparatus used on the 
modern steamers comprise steam boil- 
ing apparatus for boiling vegetables, 
as potatoes, kitchen ranges of the 
most modern construction and ample 
facilities for grilling. The mechanical 
equipment is very considerable, con- 
sisting of coffee mills, spice grating 
machines, cream whipping machines, 
mayonnaise mixers, meat mincing ma- 
chines, knife cleaning and sharpening 
machines, and buffing heads for polish- 
ing silver, as well as the dish washers. 
All of these are actuated by electricity. 
So perfect is the ventilation that there 



rooms in which the supplies are 
issued, also the wine vault and the 
cold storage rooms for meat and poul- 
try. 

All passenger steamers are now 
equipped with refrigerating machines, 
by which not only the saloon passen- 
gers, but also the steerage passengers, 
can be supplied with fresh meat daily, 
as well as fish, fresh vegetables, butter 
and beverages which must be kept 
cold. The cost of provisions two 
years ago for one line was four 
million dollars for one year. 

A vast number of employees are 
necessary for preparing and serving 
the meals for the first class passen- 
gers alone. The entire management 
for the saloon is under the control of 




THE GALLEY 
With their Steam Cookers the Galleys are kept Scrupulously Clean 



is absolutely no odor of any descrip- 
tion in the first class saloon. 

Adjoining the kitchen are the pan- 
tries, where the warm beverages are 
prepared. Here will also be found the 
ingeniously constructed mechanical ap- 
paratus for boiling eggs, which raise 
the eggs out of the hot water in ex- 
actly the number of minutes required. 
Here are also the great plate warmers 
and refrigerators necessary to supply 
the vast number of hungry passengers. 
The issue room and storeroom are 
closely connected with the kitchen and 
pantry. The issue room provides for 
the daily supply and resembles a large 
grocery store. Below are the store- 



the chief steward and his- assistants. 
The work schedule of stewards is so 
arranged that you never have the same 
room and table steward. 

The training of the kitchen person- 
nel is most important, and one line 
has, for a period of fifteen years, been 
sending its head cooks to the European 
capitals and to New York for pur- 
poses of special study in the first-class 
hotels, in order to suit the taste of 
every passenger. 

Within a year or two it has been 
possible to carry living fresh fish, and 
also to dress the same at any time 
during the passage. One is amazed 
when the fresh fish tanks on the awn- 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



105 



ing deck are seen for the first time. 
Here carp, pike, trout, etc., may be 
found contentedly swimming around 
in the tank. When they are needed 
the cooks take them out of the water 
with nets and they are taken down to 
the galley. On one line engaged in 
trans-Atlantic traffic there is a kitchen 
garden with strawberries, etc., in pots, 
which permits of hothouse delicacies 
being served en route. 



own selections, suggestions are often 
made in the form of small menu cards 
which will be served on request. On 
some lines, special menu cards are 
printed for little dinners given by 
parties, and we give an example of 
such a dinner. 

Tomatoes San Francisco 

Consomme Theodora 

Boiled Sole, Sauce Moscovite 

Filet of Beef St. Florentine 




THE PANTRY 

Everything Possible is Hung Up to Avoid Breakage 



The price paid for ocean passage 
may at times seem high, but it should 
be remembered that everything must 
be carried on the steamer, even to a 
glass of water. This necessitates, of 
course, great expense, for the weight 
of everything must be considered as 
freight. 

"On some lines the meals are a la 
carte, on other lines the dinner at 
least is served like a table d'hote 
dinner. For the convenience of pas- 
sengers who do not wish to make their 



Philadelphia Capon Lettuce Salad - 
Tutti Frutti Ice Cream Anis Pastry 

The following is a bill of fare on 
one of the English lines, the meal be- 
ing dinner. It will be seen that almost 
all tastes can be gratified. 

Blue Points 

Lax on Toast Radishes 

Green Turtle 

Potage Bloum 

Halibut, Shrimp Sauce 

Noisettes of Veal, Milanaise 

Broiled Squabs on Toast 



100 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Sirloin of Beef, Potato Croquettes 

Haunch of Mutton, Currant Jelly 

Duckling, Apple Sauce 

Brussels Sprouts Carrots & Turnips 

Boiled Rice 

Boiled & Souffle Potatoes 

Partridge, Crumbs, Bread Sauce 

Cold Cumberland Ham 

Salad 

Pudding au Citron 

Apricots, Conde 

Madeleines 

French Ice Cream 

Cod Roe 



Hors d'oeuvres a la Suedoise 

Chervil Soup with Dumplings 

Fried Sole, Sauce Tartare 

Roast Hare a l'Allemande 

French Pullet 

Compot Salad 

Ice Cream Panache 

II. 
Consomme, Vermicelli 
Blue Tench, Butter, Horseradish 

Tournedos, Mushrooms 
Glazed Sweetbreads a la Trianon 




THE GALLEY 
Is where Delicious Food is Prepared by Experienced Chefs for the Cabin Passengers 



Here is a dinner menu from one of 
the German lines : 

Thickened Oatmeal Cream Soup 

Consomme Andalouse 

Boiled Haddock, English Egg Sauce 

Roast Pork 

Green Kale Potatoes Parisienne 

Leg of Mutton 

Stewed Prunelles Romain Salad 

Fruit Pie 

Here are two more menus for dinner 
and one for supper, also on a German 
liner : 



Pheasant 

Compot Salad 

Nesselrode Pudding, Sauce Chaudeau 

III. (Supper). 

Potage Diploinate 

Filet of Perch Pike au vin blanc 

Larded Fricandeau of Veal a la 

Milanaise 

Tutti Frutti Ice Cream 

Vanilla Pastry 

These are in turn selected from the 
carte du jour, which is here given in 
extenso : 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



107 



Hors d'oeuvres : 
Hors d'oeuvre a la Suedoise 

Potages : 

Chervil Soup with Dumplings 

Consomme, Vermicelli 

Potage Diplomate 

Poisson : 

Fried Sole, Sauce Tartare 

Elu,e Tench, Butter, Horseradish 

Filet of Perch Pike au vin blanc 

Entrees : 

Roast Hare a 1'Allemande 

Tournedos, Mushrooms 

Glazed Sweetbreads a la Trianon 



Pbeasant 

Legumes : 

Cauliflower 

Early June Peas a 1'Anglaise 

Asparagus 

French Fried Potatoes, Parsley Potatoes 

Mashed Potatoes 

Compote : 

Preserved Cherries 

Prunes 

Salade : 

Lettuce Salad — Tomato Salad 

Salad Romain 

Entremets : 




THE GALLEY 
On an Ocean Liner is Firmly Anchored so that it is Secure in all weathers 



Larded Fricandeau of Veal a la 

Milanaise 
Ragout of Chicken a, l'lndienne 

Corned Tongue in Burgundy 

Grill (To Order 15 — 30 min.) : 

Mixed Grill, consisting of : 

Filet mignon, Lamb Chops 

Kidneys, Sausages, Tomato 

Tenderloin Steak, Entrecote, Sirloin 

Steak 

Lamb Chops, Mutton Chops 

Plats du join- : 

Leg of Lamb, Pommes Paysanne 

Rotis : 

French Pullet 



Ice Cream Panache 

Nesselrode Pudding, Sauce Chaudeau 

Tutti Frutti Ice Cream 

Chocolate Ice Cream 

Vanilla Pastry 

Cheese : Camembert, Prairie. Swiss 

Fruit Coffee 

A breakfast menu is as follows : 
This might be served on any line, 
English or German. 

BREAKFAST. 

Apples Oranges Grapefruit 

Oatmeal Hominy Milkrice 



108 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Salted Codfish in Cream 
Grilled Sole Maitre d'Hotel 
Kippered Herring 
Prom the Grill : Beefsteak 

French Mutton Chops 

Fried Sausage, Mustard Sauce 

Rostock Steak 

Vienna Veal Steak 

Filet Mignon Rossini 

Fried Yorkshire Ham 

Fried Wiltshire Bacon 

Smite and Baked Potatoes 

French Fried Potatoes 

Potatoes Macaire 

Griddle-Cakes : 

Cerealine & Buckwheat 

New-laid Eggs 



Every iivst class passenger has access 
to the restaurant. The prices charged 
are similar to those of the grill room 
in the famous Carlton Restaurant. 
London. An allowance of $25.00 is 
made to every first class passenger on 
ships where the Ritz's Carlton restau- 
rant service is in commission, provided 
that no meals be taken in the main 
saloon. In some cases where the 
passengers eat little, if at all, this ar- 
rangement is rather economical, espe- 
cially on a very fast steamer which 
only occupies a small number of days 
in making a passage. Passengers who 




Fruit 
( !ocoa 



COLD 



A MECHANIC 
Which Makes the Cook's Work Light 

Scrambled Eggs Orientale 
Omelette Parisienne 

EggS De l.esseps 

Banana Pancake 

German Pancake 
jelly Marmalade Ginger 

chocolate Coffee Tea 

Coffee freed from Caffeine 

Fresh Milk <v Cream 
: Roastbeef Turkey 

Assorted Sausage 
Gorgonzola & Edam Chee 



We also reproduce a carte <lu jour of 
the Kitz*s Carlton restaurant on board 
a large express steamer. The idea of 
Inning a restaurant on an ocean liner 
is rather novel. Steamers which have 
this innovation have the restaurant in 

addition to the private dining room. 



\L KI1CHEN 

, by Grinding, Cutting and Pressing 

appear regularly at the ship's tables 
will usually find at the end of the 
voyage Hie restaurant has been much 
more expensive than if they had taken 
their meals on the regular plan. It is 
possible to change from the regular 
sen-vice to the restaurant service on the 
first day, provided notice is given to 
the purser immediately after sailing. 
The special regulations, etc., relating 
to this matter wary on different lines, 
and the purser should be consulted. 
Passengers who have engaged their 
passage without meals, ami who on ac- 
count, of seasickness desire to have 
their meals served in their rooms or 
o i deck, will receive their order either 
from the kitchen of the restaurant. 



~W« iA's^S' 



^ 




f 
f 



* {Hamburg* 58>merjfca aQ/n/e^ /D / '?■■'*• '2f 

m*s Carlton Restaurant Q&f«* <*&*«> « 'Cprte (lU >)< 



our 




T \^ijerin tMugufie 'Victoria' 

&u*iH&} BttVieJ /.SO eZtZCtxcde. c/e. dWirei^/. 

CBejecmer 



dotages 



Oaefs 0% 
0* ' 



f»-pna.ij-e 



a**>m<m finned-- / - . -usvjisunvi "*%iy< 



kSoJe/t /■ - 



6? /j-Ca/f /t&a 



2- 






UoTnme acu. $t*y£j /Z&c /.so 



Ctcci/o 4?t&<i' 0>-&a. -ta^u-t 



y / 



U^Cfl 



] : % 









^ 



<£/***■ t>o-"f act &eu44e liirtte 4- So. 4(~ 



&/&£ <de. etfke. <e*i, #'&&£&/<; 2.60. v. - 
Gntrees Q^xtS^hZM' ucc jhwi£c-n 6: A " ^4a.Y^z^U^z^^£tc^ie &t $f&P7t/ifm>/tJl 

&«ccd2p(,4<i ate /e&u e bug > "&/7i,nat<s£> tf- OMyr-zc^a &tu<& 'ffiacr&u, 4- SO W 
<3M{l<7n.f€e^St* c& <L4&> c&.Axut a>£x C-t^-cOue <?.& o^ucc^Jea cut u^-k &&t-nc S.SO \ 






Vrc 



Q£&£c4:. mtp-nrtz &/' 's2& 71&&6C <^c%aua?z&8<(0 oJtr&tveS'ctaneatc <iMme7t/sA 
Buffet froid S <&^~ efLU„%Zx: * I 

c7va?ec4-& iyet.si /.- f2/e<i£6 foca /•* leH^-ea (L>9<nc/edtc^'0 /- e>7tc^U^> /. - |\ 

^2^-^^ Uc£y/.- *E>&cii£4 ^UC JU4 /.- <2/r7Vl-7Tl4!4 sJ4t<jfi%&U7 /.- \ 

&HS2A&-&C&, QAr?ti?;t&) Q/r ' &&4*'c<r& £.~ <£foy4%e' ' &*■ ' V&Urtai£^ 
Gntremets vevUtfdt W«^(l^j oZyfeiaduc* 2. SO Vnyie. tfbieaa* ft* g.- x 



y{^£-'&&**tcra&~ &4MK - ^tiA'-izZa*)*- fcw4& 



1 '•TKarte = / shifting ■= 25 cents ==. 125 centimes. 



/.so 



RITZ-CARLTON MENU 



110 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



If possible, orders should be omitted 
during the busiest hours of the day, 
say from 1 to 3 and 6.30 to 8.30. 
Vouchers should be signed for the 
above-mentioned meals. Meals are usu- 
ally served a la carte ; breakfast 7.30 to 
11 ; luncheon 1 to 3 ; dinner 6 to 8.30. 
The orchestra usually plays from 1 to 
3, and from 7 to 9 in the restaurant. 
Supper can be obtained up to 11.15 at 
night. A person whose means are 
very limited will hardly be able to 
travel having restaurant service, but 
the cost of food may be readily figured 
from the bill of fare, the prices being 



SMOKING ROOM 

Cigars can be purchased on the 
steamers, but it is recommended that 
smokers carry a box of cigars, each 
one of which is wrapped in tinfoil 
and wax paper ; this will keep the 
cigars in prime condition. The sea air 
is very destructive to the flavor of 
tobacco. Smoking is not allowed in 
staterooms or in the companionways, 
but is allowed on deck and in the 
smoking room, and usually in the 
lounge. 

Passergers are not allowed to take 




ELECTRIC MASSAGE AND THE ELECTRIC BATH 
Are Luxurious Accessories 



given in marks : Thus, a portion of 
filet of beef costs 2y 2 marks ; aspara- 
gus tips, 2 marks ; ices, 1 mark 50 
pf. From this it will be seen if all 
meals are taken in the restaurant the 
expense will be easily $6.00 of $7.00 
a day ; fees are given at each meal ! 
With this information the reader can 
readily determine this matter of liv- 
ing at sea. 

Third class traveling is entirely practicable 
in England and Scotland, also Wales, but 
the third class is not recommended for Ireland. 



20,000 tourists visit Norway each season. 



liquors on board for their own use, 
but they can purchase all they require 
at the bar at more moderate rates than 
on shore, either by the glass or bottle, 
as there are no duties to pay. Wine, 
beer and mineral waters are also 
carried by every steamer and are for 
sale at moderate rates. Wine cards 
should be signed for wine, but the 
stewards should be paid for all other 
articles at the time of consumption, 
as they cannot be charged. The head 
steward will collect at end of voyage. 
All accounts in the smoking room are 
payable at the time. 



SCIENTIFIC AMERICAN HANDBOOK OF. TRAVEL 



111 



THE BARBER 

The barber is an important adjunct 
to the comfort of the male passenger 
on the modern trans-Atlantic steam- 
ship. In addition to performing the 
various functions of a barber, he also 
usually sells caps, pocketbooks, foun- 
tain pens, souvenir postal cards and 
other souvenirs, as well as pressing 
clothes and doing minor repairs to 
the clothing. The charges are usu- 
ally fixed by the authorities of the 
line, and vary somewhat with the dif- 
ferent lines. Shaving is one shilling, 
or twenty-five cents ; hair dressing and 




THE BARBER SHOP 

shampooing is usually done for the 
same fee on English lines. The hours 
are usually from seven in the morning 
to seven in the evening ; the passenger 
is not expected to apply for a hair- 
cut or shampoo except between the 
hours of noon and 5.30 P. M. Ac- 
counts with the barber are settled im- 
mediately after each transaction. 

BATHS 

An ample supply of baths for both 
men and women are provided on the 
modern liner. The men's baths are in 
charge of special bath stewards, who 
will prepare a bath at the same hour 
each morning. The room steward will 
arrange the time with the bath stew- 
ard. Ladies desiring baths should 
consult their stewardess. All those 
having baths are expected to give 
gratuities to the bath steward or the 
stewardess. See special section re- 
lating to fees. Fresh or salt water, 
hot or cold is supplied at will. One 



steamer has one entire deck with a 
bath for every stateroom, 86 in all. 

On some of the latest vessels an 
electric bath is provided for the use 
of passengers. 

On one or two vessels, Turkish 
baths are provided, which consist of 
the usual hot and cold rooms, steam- 
ing rooms, plunge bath and massage 
couch. The plunge bath is usually 
open to gentlemen from 6 to 8 with- 
out charge, and Turkish baths are 
usually available from 9 to 12 for 
ladies, and from 2 to 6 for gentlemen. 
The expense is usually $1.00. 

LETTERS FOR RETURN BY 
PILOT 

Passengers who are desirous of send- 
ing letters to friends should have them 
ready and stamped at least half an 
hour before the pilot is dropped. On 
vessels leaving New York, American 
stamps must be affixed ; on vessels 
leaving England, English stamps must 
be used, and the same with other for- 
eign countries. 

During the voyage letters may be 
posted in the special box provided for 
the purpose, and where there is a sea 
post office, they will be sorted en route. 

Passengers wishing to send tele- 
grams and cablegrams, or Marconi- 
grams, should apply at the purser's 
office. That official, or his clerk, us- 
ually issues a receipt for the amount of 
the charges paid. Passengers should 
keep these receipts, as complaints about 
the loss of telegraphic messages can- 
not be remedied if no receipts can be 
produced in support of such claims. 

TOILET ACCOMMODATIONS 

The modern ship offers adequate 
toilet accommodations which in the 
vessels of twenty years ago did not 
exist. The closets are flushed with sea 
water by means of special pumps and 
piping. Where private bath rooms are 
secured a private closet is included. A 
red light usually indicates the ladies' 
toilet and the gentlemen's toilets. 
Lavatory accommodations are pro- 
vided in all. 

HAIR DRESSING AND MANI- 
CURING 

Several of the principal steamships 
carry a ladies' hair-dresser and mani- 
curist. The rates are usually fifty 
cents for hair-dressing and seventy- 
five cents for hair-dressing and sham- 
pooing. The rate for manicuring is 
usually fifty cents. 



112 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



BEDDING 

Sufficient bedding and towels are 
provided by the company, and an extra 
supply may be obtained by sending for 
the room steward. It is not permitted 
to take pillows or blankets on deck. 
An ample supply of cold fresh water 
is provided daily to every stateroom 
for the use of every passenger. Warm 
water for shaving and washing pur- 
poses can be obtained in the morning, 
or before luncheon and dinner. It is 
customary for the room steward to 
bring hot water in the evening even 
without asking. 



READING MATTER 

On certain ships there are book 
stalls where works of fiction, travel, 
guide books and periodical literature 
can be obtained. Such stands should 
be on every vessel. Periodicals are 
sold on the piers of all lines. Every 
steamer carries a library for the free 
use of passengers. Books can be taken 
to staterooms, but should be returned 
to the library steward before landing. 
Remember that he has to pay for all 
books lost. The Scientific American 
will be found in the reading rooms of 
150 ocean and coastwise steamers, and 




MANICURING 

Is a Faeture on Many Ships 



DEPARTMENT STORE 
Oh one ship at least there is a 
"department store," so-called, although 
it is only a counter where notions and 
other articles needed by travelers are 
sold. Similar stalls should be on all 
ships, although the barber often sup- 
plies the minor necessaries of life. 

FRESH FLOWERS 
On some one or two ships a florist's 
shop is carried, ensuring fresh flowers 
during the voyage. 



on 250 library and cafe cars on rail- 
ways in the United States. 

The following is a list of the ocean 
and coast-wise steamship companies 
where the Scientific American will 
be found : 

Allan Line. 
American Line. 
Anchor Line. 

Canadian Pacific Steamship Co. 
Great Northern Steamship Co. 
Hamburg-American Line. 
Holland-America Line. 
Mallory Line. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



113 



North German Lloyd Co. 
Ocean Steamship Co. 
Quebec Steamship Co. 
lied Star Line. 
Southern Pacific Co. 
Ward Line.. 
Cunard Line. 
Clyde Line. 
White ,>Star Line. 

The Scientific American will be 
found in the weekly edition on the fol- 
lowing railroads : 

New York Central & Hudson River R. R. 
New York, New Haven & Hartford R. R. 
Boston & Albany R. R. 
Pennsylvania R. R. 
Southern Railway. 
Atlantic Coast Line. 
Seaboard Air Line Railway. 
Michigan Central. 
Chicago Northwestern. 




THE MARINE BOOK STALL 

Chicago, Milwaukee & St. Paul R. R. 

Illinois Central R. R. 

Chicago & Great Western. 

Chicago & Alton R. R. 

Northern Pacific Railway. 

Cincinnati, Hamilton & 'Dayton R. R. 

Frisco System. 

Canadian Pacific Railway. 

St. Louis & San Francisco. 

Southern Pacific Railway. 

Ogden Short Line. 

WRITING MATERIALS 

Writing materials are furnished 
free of charge on all steamships and 
are usually in charge of the library 
steward, who often sells souvenir 
postal cards as well. Stationery can 
also be had at various hotels in 
Europe and also at cafes, where a 
moderate charge is made. Travelers 
should not fail to carry a fountain 



pen, and at least two fillers carried 
in different parts of the baggage, as 
a filler is apt to become broken and 
is not easily replaced except in the 
very largest cities. The fillers which 
come with a bottle of ink in a wooden 
case are particularly recommended, as 
there is no chance whatever of the ink 
spilling no matter what the position 
of the bottle. Such bottles are heavy, 
however. 

FANCY WORK FOR LADIES 

Ladies will find a little fancy work 
will occupy spare moments, especially 
if the weather is so bad that the deck 
is not agreeable. 

CLOTHES PRESSING 
Repairing and pressing of clothes 
can usually be arranged for either 
through the stewards or the barber. 
The charges vary with the line of work 
required. 

LAUNDRY WORK 

On some of the ships in the Asiatic 
and Pacific trade, laundry work is 
done on board. This is a great con- 
venience to travelers. So far as we 
know this has not been adopted on 
any trans- Atlantic steamer as yet, al- 
though a limited amount of washing 
can usually be provided for by the 
stewardesses, but the practice is not 
recommended. 

WIRELESS TELEGRAPH 

A full account of the wireless with 
rates, etc., will be found elsewhere. 
See pages 83-89. 

DAILY NEWSPAPER 

Quite a number of ships have daily 
newspapers, thanks to the wireless. 
The news columns are meagre, but 
serve at least to take away the "cut- 
off" feeling. The reproduction on next 
page shows that it is hardly a substi- 
tute for the New York "Sun" or 
"Times." The Cunard Company in- 
augurated this service. A small price 
(Id.) on the Cunard line is charged 
for the papers and a set for the voy- 
age is also sold. 

STOCK REPORTS 

Many of the latest, ships receive 
stock reports almost all the way over. 
Some lines do not care to give in- 
formation of this character, thinking 
that the voyage should be devoted to 
recuperation. The reports are, of 
course, sent by wireless and relayed 
from ship to ship, when necessary. 



114 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



GYMNASIUM 

On some steamers a gymnasium is 
provided for the use of passengers, and 
no charge is made for the use of the 
appliances which are largely of the 
Swedish type. The mechanical hobby- 
horses afford excellent exercise, while 
the couch with the massage roller 
which travels up and down the back, 



DIVINE SERVICE 

Sunday. is observed on many liners, 
especially the English vessels, where 
the Church of England service is used. 
A collection is taken up for seamen's 
charities. A shilling or more may be 
given. The plate is often passed on 
the deck also, so that all may contrib- 
ute. 




Distance from Havre at 6 a. m. 790 miles 



COMMENTS ON DIFFERENT TOPICS BY LEADING EUROPEAN PAPERS 

'(By special arrangement ) 



Le' 1 ' .Figaro" i\i\. ; 

A la suite d'une interview a*oc Sir Charles Dilke sur la si- 
tuation politique anglaise, ceUii-oi a declare que hi victoip! des 
liberaux etait tin obstacle aux armements brUaniiiques ct l'a- 
doptiort • d'une politique exlerieure plus limicTe. Sir Charles 
Dilke: a repondu qu'aueune difference n'existait enlre la poli- 
tique militaire el celle de la marine et que les deux partis sau- 
raient egaleuienl consentir aux sacrifices pour la defense natio- 
liale. 



Times " dit : 

Les minislres onl pu sc rendre cotnple aux dernierrs elec- 
tions que l'eleeleur aux opinions moderees etait entre en revol- 
ve. Nous pensons que si l'empire bntannique doit Slre.saitve, 
la reforme des impdls seule peut le sauver inalS a condition que 
la uouvelle annee commence avec un jiouveau gouvernemetil. 



The " Fiijarf) " says :' 

In an interview on. the british political situation, Sir Charles 
Dilke declared*. that the victory of the liberals would mean 
check to. the british armaments and the adoption of a more 
timid foreign policy. Sir Charles Dilke replied there was ho 
difference between the naval and military policy; either parly 
each would consent like sacrifices for the national defence. 



Au Senat 



"M. Gaudin <te Villaine-' ( a*d^cfere au Senal qtieTAngleterre 
avait l'intcntion.de ceder Gibraltar a I'Espagne. En revanche 
elle OccuperaitTanger et les lies Shaffari'nes- qui commandent 
.le dolroit de Gibraltar. 




Paris 



The " Times " says: 

Ministers may discover this month al Ihe polls that the so- 
ber thinking english voter has risen in revolt. We believe that' 
if the empire is'to be saved, the tariff reform alone can save 
it;, the motto of the nation this montlymust be a new govern- 
ment for the npw year. 



At the Senate 



Mr GamlindeVillaine created sensalionin the Senateby declaring 
that England in -near future was intending ceding Gibraltar to 
Spain; in return' it would occupy Tangiers and the Shaffarioes'' 
islands which command the passes of Gibraltar. 



La Coupe Micheliri 

Paris 
Le._cilebre aviateiir fraivr'ais Henri Karrnnrj reste deteuteur 
de la coupe Michtlin pour I'annee 1909. 



The Micheliri Cup. 



The well lioowh french aviator -Henri Farman secures the . 
Michelin Cup lor year 1909, 



LajRetraite de M. Lane 

Londres 
, ■ M. Lane, doyen des rhagistrats detondres se retirera la se- 
', riiaine prochain* pour raison de sante, apressoixante-dix an- 
,nees de- services jnioterrompues. 



Mr Lane retires 

London 
Mr Lane Senior London magistrate will' retire next week 
through ill healh after seventy years of continuous service. 



No fcsponiibilitj undertaken for feasible iotccoricict in the aews poblijhsa. 

THE DAILY PAPER 




Is a Reality on Many Steamers. 



The News Items are Rather Brief, but without the Wireless 
there would be None 



will often relieve headache and other 
forms of nervous ailment, and $lso pro- 
duce refreshing sleep. In cases of in- 
digestion, the massage with antago- 
nizing massage rolls are recommended. 
On some vessels the gymnasium is 
open certain hours for gentlemen and 
certain hours for ladies. In other 
cases they are open for both at all 
times. 



TYPEWRITER 

Some vessels carry one or more 
typewriters who do copying and take 
dictation from passengers. As far as 
possible business should be left at the 
gang-plank on embarking. 



A small package of toilet paper is often 
useful, particularly in Italy and Spain. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



115 



DECK GAMES AND AMUSE- 
MENTS 

Deck quoits, shuffle-board, DUll- 
board, and other games are provided 
on the deck without any charge, un- 
der the direction of the quartermaster. 
Chess, dominoes, and other indoor 
games can be obtained on application 
to the library steward. Games of 
cards are also permitted in the loung- 
ing or other public rooms. Gentle- 
men should be very cautious about 
playing cards, or other games, with 
strangers, as professional gamblers are 




MAKING READY ON THE ELEGTRIC 

PRESS 

to Print the Daily Newspaper with the 

Marconi Messages 

constantly crossing the Atlantic, look- 
ing out for the unwary. There is noth- 
ing unusual in the captain posting a 
notice in the smoking room warning 
passengers against gamblers. Games of 
chance are not usually allowed on 
Sundays in any of the public apart- 
ments in deference to the views of the 
greater number of passengers. 

The pillow fight on the spar is a 
source of great amusement. Two men 
armed with pillows sit astride the spar 



and try to knock each other off. It 
requires a great deal of knack to keep 
one's balance while someone is pound- 
ing you with pillows. The players 
are not allowed to touch the spar with 
their hands, "\yhen a man begins to 
waver, the other redoubles his attack, 
and slowly, but surely, the defeated 
player tumbles off the spar into the 
canvas which has been spread to save 
him. One of our engravings shows Ex- 
President Theodore Roosevelt acting as 
umpire in a pillow fight. 

THE POOL OF THE SHIP'S RUN. 

There are two kinds of pools on the 
ship's run, which are made up in the 
smoking-roOm. The simpler variety is 
known as "Hat Pool" because the 
drawing is done from a hat or cap. 
The smoking-room, steward prepares 
papers like a ballot numbered 1, 2, 3, 
4, 5, 6, 7, 8, 9, and 0. Ten take part 
in the pool by paying ten shillings or 
$2.50 each. This entitles them to 
draw a number from the hat. The 
one who draws the number which 
coincides with the last figure of the 
ship's run in sea miles at the time 
when the log is taken at noon the next 
day gets the entire sweepstakes. Thus 
if the run was 568 miles, the one who 
drew No. 8 would win $25.00. It is 
customary for the winner to give ten 
per cent, of his winnings to the smoke- 
room steward who arranges the de- 
tails of the drawing. 

The "Auction Pool" is more com- 
plicated. It is more interesting in a 
way, as the players really bid against 
the actual run. Twenty people get 
together and pay twenty shillings for 
the privilege of drawing a number 
blindly from a hat, the numbers run- 
ning from say 540 to 560, or 'in other 
words, from 540 to 560 sea miles 
based on the captain's calculation, 
which is asked from him by courtesy. 
After the first drawing has been done 
by the* original members of the pool, 
each number is auctioned off by some 
one who is appointed as auctioneer." 
Each of the original members of the 
pool who have paid their twenty shil- 
lings must enter the competition if 
they wish to retain their number. 
They can also compete for any other 
number. The bidding is apt to be 
brisk and when the number is knocked 
down, one-half of the money paid goes 
to the original member of the pool 
who drew the number which was con- 
tained in the hat, and the other half 
goes in the pool. If the original 
owner of that number bids his own 



1 1(1 



scikn ii in \mi;i;k\n iiandkook OF TRAVEL 



number back he has to paj one lie If 
of bit bid i" the i»<»oi. wiini :iii the 
numbers have been auctioned off they 
mi to auction what are called the 
'•high field" and the "low field." The 
"high Meld" Includes all the numbers 
above the highest number winch ims 
been auct loned In I he pool : i ims, to bo 
bach to our • r >'' ,) , everything above o<;<> 
dhould be in the "high field." The 
"low field" Includes nil the numbers 
below i he low es1 number of I he pool ; 
iinis, 580 would belong to the "low 
field." These two fields, high and low, 

llSUnlly sell for ;i high price !il the 

auction. The pool Is always arranged 



EDITING THE \>\\\,\ NEWSPAPER 
Tor iiic evening before the run of the 

ship :il I he I inic \\ lien (lie log is made 

;ii noon. The captain's calculations 
maj be correct provided the conditions 
of weather, etc., remain the same as 
w hcu i he guess w .is made, l icre. 
however, comes in the elenenl of 
chance; if head winds, heavy seas or 
fog i re en, ountered, a low- field would 

he run : bill If clear weal her, lair 

winds should predominate, the result 
would le entfrelj different and the 
ship might run ahead of (he sen miles 

W Inch I he c a pi a ill :mic ed. The SUC 

cessfnl holder of the winning number 

is cut il led tO the '"Ml ire pool, w hich is 




always b matter of hundreds of <t«»t - 
lars, and it is not unusual for the pool 

lo he WOrth lis milch jis $5,000. Some 

limes n certain percentage <>r this is 
given io charity for the widows and 

Orphans Of seamen of I he line. 

"i hock QUOITS" 
iii playing this game six rope rings 

are used, the ohjed being to throw the 

largest number of rings over a spindle 

at laehed to a hori/onla I piece ol' wood 
which sets on Hie deck of the \. .1 
The proper distance lor throwing the 

rings is eight feet for ladies ami twelve 

lee! for gentlemen. 'The start is iisii 

ally made nearer to the spindle and 

the distance is then increased. The 
.(•ore is kepi upon a small blackboard, 
which is usually provided, or with 
pencil and paper. Any number of per- 
sons r;i n play i he game. 



being to lift the discus or the little bag 
Of sand on the highest n iimhers. Si\ 

disks are used in playing the game, 
and the one having Hie highesl score 

wins. If a disk Tails on the "B" the 

player is disqualified or else he loses 
his score ami is obliged to begin again. 

Any disks knocked off numbered spaces 
are lost. 



RULES FOR PLAYING SHUF- 
FLE BOARD 

On page 127 is shown the way in 
which the sailors lay out Hie diagram 
in chalk on the deck ol' Hie vessel. 

The game gives exercise, and several 

parties are usually playing at the same 
time. The paraphernalia, which is 
Simple, consists of weights which are 
pushed by slicks, as shown in our en 
graving. Bach One plays in turn, ami 
nothing is scored until Hie finish of 
Hie round, when Hie players are credit- 
ed with t hi' number Of points marked 
in the squares occupied by their 
Weights. The piece of an opponent 
may be struck out of Hie square al 

together. Should one of the weights 

remain in (he apsidal al the bottom, 
marked •'minus 10," this is deducted 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



17 



from the player's score< in order i<» 
win, the piayei musl icore exactly 50 
polnti ; nil over ! hal number are sub 
tracted Prom 50 Thun, If a player 

• ore:: I hi- Hi :i 1 1< I In- ;nnvi| X points 

more, I would be added to maae hiM 
couni 50 :iikI l would be deducted, 
wiiH-ii would thun leave b icore of 4H. 
Bailors ore alwayi glad to give detailN 

H M lo j > I ; i \ in ■ i hi". | ohm mid ol Iht 

games 

MUSK! 

< )n man v llnei ima n si ping orches 
irnw are carried on the steamers, mid 
their lervlcei are paid for by ii"- com 
pany, bul occasionally b plate Is pa ised 

around by .ionic ol I lie pjiMMeii/M-r:! on 



often surpi Islng. Ii Obtained from the 

Oil OUgOl ■ ( Inly I Ik,,:.' who nm null y 

do '.in. i inn', worth while si Id ac 

cepl ;ni Invltal ion to take pari , as 1 1" 
audlem i- In ;ii>i i<. be crll i< :<i a cot] 
i id. ni Ion Is ol ten taken Por i h<- bono 
id oi lome seamen's chn 1 11 lei Pro 

CI ii m: ! I Mix |M'iirc or :i shilling | .,,,- 

■old for the name purposei National 

; i n 1 1 1 1 ■ 1 1 1 : i. .mii ii pari of the program, 
and ii Ii regrettable iimi to few 
a merlcam he v<- nol more i ban s pai 
in 1 -, acquaintance with "America, or 
"The Star ftpangled Banner," while 
an i ' i 1 1 ;-. 1 1 . iii 1 1 1 . i ii i:: :iii * ■ to i now "God 
S;i v<- i he K in:-,," and "Rule Brll annla " 

'I n SSlsl I he ni'in'. i s , WOt'dl nnd miistc 




QUOITS 
Serve to While Awn.y the Morning 



the day before landing, nod on lome of 
the German line* there Is a band and 
passengei are en peel fid to con! ribute 
for i heir benefil The offering In made 
when the steward collects for the 
paieengerV wine bills: the word musik 
being printed across the bottom of the 
lull. Nearly every steamer carrle b 
piano wiii<ii can be used by pas- 
sengers. 

OONOBRT8 

A concert Ii often held at ma, al 
though they "><■ not at Prequeni hh in 
Pormer years. The talent, wlii«-li Ii 



of the National Anthems followj ver 
along vary greatly, particularly In the 

,\l;i i i.-ill.i i i , ;o Mm- I'YiihIi vvord:i 

ii re :• i yen b i wi-ii. The ln< rea Ing 
shorl ness oi voyage i seem i to be i be 
cause of the decadence of the hip's 
concert On German boati the cap 
tain' dlnnei I akei Iti pla< e 

< )n one or i wo vessel .'" w in 1 81 
garden le provided, tastefully decorated 
wit ii pa 1 1 1 1 1, i roplcal plants, and 
flowers, affording a mo il delight Pul re 
,ori Por pa lengeri who can listen to 

I In- on In- li.i 



AMERICA. 



Bev. S. F. Smith. 



Henry Carry. 



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1. My coun - tjy! 'tis of thee, Sweet land of 

2. My na - five coun - try, thee — Land of the 



3. Let 

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Of thee I sing; Land where my fa - thers died ! Land of the 
Thy name I love; I love thy rocks ancr- rills, Thy woods and 
Sweet free - dom's song ; Let mor - tal tongues a - wake ; Let all that 
To Thee we sing ; Long may our land be bright With free- dom's 



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Pilgrim's pride 1 From ev - 'ry moun-tain side Let free - dom ring. 

tern - pled hills ; My heart with rap -ture thrills Like that a - bove. 

breathe par - take ;Let rocks their si - lence break, The sound pro - long. 

ho - ly light ; Pro - tect us by Thy might, Great God, our King. 



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THE STAR-SPANGLED BANNER. 

Francis Scott Key. 



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1. Oh,.... say, can you see, by the dawn's ear - ly light, What so 

2. On the shore, dim - ly seen thro' the mists of the deep, Where the 
8. And... where is that band who so vaunt - ing - ly swore That the 
4. Oh, .... thus be it ev - er when free - men shall stand Be 



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2a. And., war's clam-ors o'er, with her man - tie hath Peace Once a 

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- oc of war and the bat - tie's con - fu - sion A 

their loved homes and wild war's des - o - la - tion ; Blest with 



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stripes and bright stars thro' the per - il - ous fight O'er the ram - parts We 
that which the breeze o'er the tow- er - ing steep, As it fit - ful - ly, 
home and a coun - try should leave us no more? Their blood has washed 
vie - fry and peace, may the heav'n-res-cued land Praise the Pow'r that hath 



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watch'd were so gal - lant - ly 

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made and pre - served us a 

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- lu - tion I No.... ref - uge could 
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Note.— The stanza numbered 2a was written 
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■clouu-.ed. Not as North or as - 
for the Great Peace Jubilee, held at Boston in 1872, 



THE STAR-SPANGLED BANNER. 




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glare, (the) bombs burst - ing in air,; 

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save the... hire - ling and ; slave 

must, when our cause it is just, 



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South in the fu - ture we'll stand. 



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land 
land 
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Vof the free, 

of the free, 

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of the free, 



and the home 

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and the home 

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of the brave 1 

of the brave! 

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GOD SAVE THE KING. 



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1. God save our gra-cious King, Long live our no - ble King, 

2. O Lord our God a - rise, Scat-ter his en - e - mies, 

3. Thy choic-est gifts in store, On him be pleased to pour, 




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God save the King; 
And make them fall. 
Long may he reign. 



Send him vie - to - ri - ous, Hap - pv and 
Con -found their pol - i-tics, Frustrate their 
May he de - fend our laws, And ev - er 



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glo - ri - ous, Long to reign o - ver us, God save the King, 
knav - ish tricks; On Thee our hopes we fix, O save us all. f| 

give us cause To sing with heart and voice, "God save the King 



^d^gi^^^^^^ 



Thomson, 

„ Unison. 



RULE, BRITANNIA. 

SONG WITH (AD XIB.) CHORUS. 

Dri Arne (1710-1778). 



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1. When Bri-tain first i 

2. The na-tions not . 

3. Still more ma - jes - 

4. The mu - ses still , 



. at Heav'n's com-mand A-rose . 
. so blest as thee, Must in 

tic shalt thou rise, More dread 
. with f ree-dom found Shall to 



from out the 
their turn to 
f ul from each 
thy hap - py 



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uremain, a - rose, a - rose, a - rose from out the az - ure main, 
rants fall, must in their turn, must in their turn to ty -rants fall, 
eign stroke, more dread-ful, dread- f ul, dread- ful from each f or-eign stroke 

re-pair, shall td thy hap-py coast, thy hap- py coast re - pair, 



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This was the charter.the char-ter of the land, And guar : dian_an - gels sang the strain. 
While thou shalt flourish, shaltflour-ishgreatandiree,Thedreadand en - vy of them all. 

As the loud blast, the Mast that rends the sky, Serves but to root thy na-tive oak. 

Blest Isle with beauty, with match-less beau-ty crown'd And man-ly hearts to guard the fair. 



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Rule, Bri-tan-nia !Bri-tan-nia rule the waves, Bri-tons nev-er,riev-er shall be slaves. 



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THE MARSEILLAISE. 



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1. Ye sans of freedom, wake to glo - ry ! Hark, hark, what myr-iads bid you 

2. Lib-er-ty! can man re- sign thee, Once hav-ing felt thy gen-'rous 



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rise! 
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* Yourchil-dren, wives, and grand -sires hoar - y! Be-holdtheir 
Can dungeons.bolts, and bars con- fine thee? Or whips thy 

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tears and hear their cries, 
no - ble spir - it tame; 



- Be-holdtheir tears and hear their 
Or whips thy no - ble spir -it 



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Shall hate-ful ty - rants,mis - chiefs breed-ing, With hire-ling 

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Too long the world has wept, be 



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Af-fright and des-o - late the land, While 
But free-dom is our sword and shield, And 

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THE MARSEILLAISE. 



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peace and lib- er - ty lie bleed -ing! 
all their arts are un - a - vail -ing! 



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To arms, to arms, ye 
To arms, to arms, ye 



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The free - men's sword unsheath ! 



March on, March 



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Poetry by Max Schneckf.nburgkr 
Allegro encrgico. 



THE WATCH OK THE RHINE. 

Music by Carl Wilhelm. 



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1; A roar like thunder strikes the ear.Like 

2. A hun-dred thousand hearts beat higli.The 

3. When heavenwards as-cends the eye.Our 

4. As long as Ger-man blood still glows.The 

5. We take thepledge,the stream runs high,Our 



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clang of arms or break - ers near.Rush for-ward for the Ger-man Rhine! Who shields thee,dear beloved 

flash darts forth from ev - 'ry eye, For Teu -tons brave, inured by toil, Pro-tect their country's holy 

he - roes' ghosts look down from high ; We swear to guard our dear be-qhest, And shield it with the Ger-man 

Ger - man sword strikes mighty blov.s.The. Ger-man marksman take their stand,No foe shall tread our na-tive 

ban -ners proud are waft - ing high ; On for. the Rhine.the German Rhine, We, all diefor our na-tive 



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Rhine? Dear Fa - ther-land.thou need'st not fear.Thy Rhineland watch stands firmly here! Dear land,dear 

soil. * 
breast. 

land! 

Rhine. Hence,Fa - ther-land, be of good cheer, Thy Rhineland watch stands firmly here 1 Dear land,dear 









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DIE WAOHT AM RHEIK". 

1 Er blickt hinauf in Himmelsau'n, Unctnoch ein Arm die Biichse 9****' 

Da Hehlen Viiter niedeschau'n, Betritt kein Feind hier detnen Btrana i 

Und schwbrt mit stolzer Kampfeslust, Lieb Vaterland, etc. 

"Du Bhein bleibst detUsch wie meine Brutt." g jy er g c } lVBUr er iu-halU, die Wogerinnt, 

Lieb Vaterland, etc. Die Fahnen flattern hoch im Wind. 

Am Bhein, am Bhein, am deutschen Bhiih, 

I So lang ein Tropfen Blut noch gliiht, Wir alle wollenHiitter sein I 

Noch esne Faust den Degen r.ieht, Lieb Vaterland, etc. 



126 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



SEASICKNESS 

The subject of seasickness is an all- 
important one to eighty per cent, of the 
ocean travelers. It must be said that 
the boats of large tonnage have mini- 
mized this distressing ailment to a re- 
markable degree ; the bilge keels have 
also tended very materially to reduce 
this discomfort. The causes and eti- 
ology are as yet imperfectly under- 
stood. Some hold the cause depends 
upon the altered or affected functions 
of the nervous centers, others refer 
the cause to the regurgitation of bile 



sons with particularly irritable stom- 
achs or of highly sensitive nervous 
system are particularly liable to sea- 
sickness, while with certain individuals 
the symptoms of seasickness are ex- 
hibited simply by going on a vessel at 
a pier. In this case, imagination is a 
potent factor. The fact that visual 
impressions predispose travelers to sea- 
sickness, suggests that a sensitive in- 
dividual when on deck should shut his 
eyes. 

Many preventive measures have 
been suggested, and numerous nos- 
trums have been sold for this 




GAMES AT SEA— BULL BOARD 



into the stomach, and still others to 
irritation of the liver by the unusual 
movements of the body. There is 
something to be said for each one of 
these alleged causes, but one thing is 
very certain, that when a la»dsman 
goes to sea, unless he is an excellent 
sailor, the movements of the ship and 
the shifting lines and surfaces un- 
settle his visual stability, as the dif- 
ferent inclinations unsettle his mus- 
cular sense. The consequent derange- 
ment thus caused reacts on the nerve 
centers and upon the visual sense, thus 
producing nausea and vomiting. Per- 



purpose, but. preventive measures 
are practically limited to the regula- 
tion of diet before a voyage. Food 
for some days previous to sailing 
should be plentiful, but of a light and 
nutritious character ; food should not 
be taken for at least five or six hours 
before going on board. The bowels 
should be kept open with a saline 
aperient water or by calomel. If you 
are susceptible to seasickness always 
get as near the center of the dining 
saloon as possible, and try to get as 
near the companionway as possible. 
Grape-fruit, limes, etc., are excellent 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



127 



in cases of seasickness, also brandy 
and ice in small doses. Champagne is 
recommended by many doctors for this 
ailment ; it should be taken in small 
doses, using a champagne tap. Use 
Hunyadi or Apenta water freely or 
laxative salts. A hot-water bag placed 
at the pit of the stomach is sometimes 
efficacious. Three or four drops of 
chloroform on a lump of sugar often 
prevents a bad attack of illness. Con- 
siderable doses of sodium bromide and 
antipyrine often give relief. The best 
all-around remedj' is chlorobrom ; this 



as space will permit. Remember that 
seasickness is only a matter of two 
or three days in most cases ; in the 
majority of instances symptoms are 
all over by . the third day, and by the 
fourth day the traveler could visit the 
steerage with impunity. Some travel- 
ers, however, are always sick from port 
to port, and they naturally dread the 
voyage intensely. There is very little 
hope for the comfort of people who 
are so afflicted. A little aromatic 
ammonia or cologne water is often 
very pleasant in cases of illness. The 




SHUFFLE BOARD 

The Greatset Game at Sea 



is a combination of chloramide and 
potassium bromide. It should be noted 
that this is not chloroform. Ammo- 
nium bromide is often efficacious. 
Great care should be used in eating 
if you are disposed to seasickness. All 
greasy meats, pastry, etc., should be 
eschewed. Ham and bacon, pork in 
all forms, should be left severely 
alone. Of all beverages, beer and 
stout are undoubtedly the worst for 
those who are predisposed to seasick- 
ness. Remain on deck as much as 
possible if you feel ill. and get as far 
away from your neighbors who are ill 



ship's doctor can do very little to re- 
lieve passengers who are seasick. If 
they knew of a really successful rem- 
edy, they would hardly be in the mer- 
chant marine service, as they would 
be enabled to put a really reliable 
preparation on the market with great 
profit to themselves. One remedy 
which has often been recommended is 
morphine in small doses, say a fiftieth 
of a grain. The writer, however, re- 
members an instance when one-fiftieth 
of a grain of morphine was used and 
the traveler who took it was the only 
one sick out of over five hundred pas- 



128 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



sengers. Enough has been said about 
this disagreeable concomitant of the 
sea, except to give a few more "rem- 
edies" : 

Mosel-Lavalee recommends as a rem- 
edy for seasickness the following prepa- 
ration : 

Menthol 0.1 gramme. 

Cocaine hydrochloride 0.2 gramme. 

Alcohol 60.0 grammes. 

Sirup 30.0 grammes. 

A dessertspoonful to be taken at in- 
tervals of half an hour. 

The following is recommended by a 
physician, as a preparatory treatment, 
to be begun before the trouble mani- 
fests Jts presence : 

Sodium bromide 4 drachms. 

Ammonium bromide ... 2 drachms. 

Peppermint water .... 3 ounces. 

A teaspoonfiil before meals and at bed 
time. Begin treatment three days be- 
fore going on board. When preparatory 
treatment has been neglected and the 
difficulty fully established, put a tea- 
spoonful in half a tumblerful of water, 
add a drop of fluid extract of ipecac, 
and give a teaspoonful every five min- 
utes. It is said to generally relieve in 
less than half an hour. 

Another doctor recommends the fol- 
lowing : 

Oxalate of cerium.... 2 grains. 
Tincture valerian, am- 

moniated 1 drachm. 

Water 1 ounce. 

Take at one dose. 

A German doctor gives the following, 
not as an absolute preventive, but as 
producing good results : 

Sulphate of atropine . . % grain. 
Sulphate of strychnine % grain. 
Peppermint water .... 10 fl. drachms. 
Fifteen minims of this solution is said 
to give a patient ease within half an 
hour of the time it is used hypodermi- 
cally. The doctor does not depend whol- 
ly upon the above formula, but falls 
back on the following when the other 
fails him : 

Caffeine 64 grains. 

Salicylate of sodium 48 grains. 

Distilled water 160 minims. 

A solution of the above is to be made 
by the aid of a gentle heat. The rem- 
edy is administered hypodermically, the 
same as the former solution. 

GETTING THE "SEA LEGS" 

Landsmen are often joked by mari- 
ners, ancient and otherwise, about 
their "sea legs," but with a little care, 
however, it is possible to find one's 
"sea legs;" in fact, it is much easier 
than learning to dance. Select some 



sheltered corner of the deck for prac- 
tice, where there is an absence of 
breeze. A long quiet roll is the sim- 
plest motion on the whole to over- 
come. When the ship rolls and pitches 
alternately the problem is vastly com- 
plicated. It will be readily understood 
that any permanent upright object on 
the deck of a vessel will be tilted or 
listed to an impossible angle as the 
ship rolls. Naturally, the only way 
in which such an object can maintain 
its equilibrium is for it to change its 
position to remain perpendicular de- 
spite the position of its base. The 
whole trick of keeping one's sea legs 
consists in keeping the body as nearly 
to a perpendicular position as possi- 
ble, without any regard for the angle 
of the deck beneath. When the ship 
rolls, as it were, away from one, the 
body must be thrown in the opposite 
direction to maintain the balance. As 
the ship comes back the body should 
be swung over -to the other side. The 
body, in short, should swing like a re- 
versed pendulum. As the ship's deck 
falls away from the horizontal, the 
tendency will be for the body to go 
in the same direction. The ordinary 
land lubber who is taken off his guard 
by such a motion, involuntarily takes 
a step, or it may be a plunge, in the 
direction the ship takes. The scien- 
tific thing to do is obviously to throw 
one's body in exactly the opposite di- 
rection. There are several ways of 
doing this. One is to maintain his 
equilibrium by bracing the body with 
either foot. The beginner will brace 
himself by sticking out his foot to the 
high part of the deck. The plan, 
however, is awkward and calls for 
more effort than any other. The old 
salt braces himself from the other side 
easily and without, as a rule, chang- 
ing the position of his feet. 

It will be well for the beginner to 
practice this single step like a figure 
in dancing until it has been quite mas- 
tered before making any more ambi- 
tious attempt. It will, of course, be 
found much easier to practice stand- 
ing with the ship pitching before try- 
ing to walk. The whole trick is in 
maintaining one's balance easily and 
without effort. The rest will come 
naturally. The first lesson, it will be 
seen, seems ridiculously simple, but 
the difference between the theory and 
practice is great and is only to be 
mastered with much practice. If the 
ship have much motion the exercise 
will be found to be downright hard 
work. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



129 



The sailor stands easily and firmly. 
His feet are braced against the mo- 
tion of the ship, but from long prac- 
tice he balances himself so easily that 
there is no suggestion of effort in his 
pose. 

In maintaining his balance in this 
way the old salt rarely changes the 
position of his feet. An interesting 
object lesson may be had, for instance, 
when the officers take the sun or make 
other observations in rough weather. 
No matter how violently the ship rolls 
or pitches, a sailor will stand without 
moving his feet while he makes such 



embalm the body. He is entitled to 
a fee of twenty pounds for so doing. 
Deaths at sea are few, and bad health 
should not deter any one from making 
the voyage. 

NURSE 

An experienced trained nurse is car- 
ried by most large liners and is at the 
disposal of passengers who may be- 
come seriously ill. 

FEES. 

The question of the fees which are 
to be given on ocean steamers is a 




ELEVEN O'CLOCK SOUP ON THE SUN DECK 



a reading. A sailor again will scorn 
to hold on to anything, and yet his 
position is absolutely secure. The ex- 
planation is very simple. The body 
is balanced entirely from the knees. 
This is, of course, an advanced stage 
of the art and comes only after long 
practice. 

DEATH OF PASSENGERS 

It is a mistaken notion to believe 
that first or second class passengers 
who die at sea are consigned to the 
deep. In fact, every first-class steamer 
carries caskets, and the surgeon will 



most important one, not entirely from 
the amount of the largesse involved, 
but owing to the possible annoyance, 
which may be caused by a misunder- 
standing of the unwritten rules of the 
sea. Various books dealing with the 
subject of European travel give the 
very vague information that ten shil- 
lings, or $2.50, is to be given to each 
of the' stewards, namely, the room 
steward and the table steward. This 
rate, however, is not fixed by any 
manner of means. The writer . has 
prepared the following table after con- 
sultation with an ex-purser who has 



130 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



been for many years in the trans- 
Atlantic trade, and it is believed to 
be both equitable to the stewards and 
fairly economical to the passenger. 
The fees which are to be given to the 
table steward may be reckoned at ten 
shillings, or $2.50 for each person oc- 
cupying a seat at the table, but 
where there is a number in a party 
this amount can be slightly shaded. 
Thus, if there are five in the party, 
$10.00 would be considered to be an 
ample fee. The following sliding 
scale of fees for stateroom stewards 



of the steward who has charge of the 
room, per person. This is about what 
would be given had the baths been 
taken in the common bath-rooms. 

The bath steward will expect a fee 
of a dollar if several baths are taken. 
A fee of one shilling should be given 
for a single bath. The boys who clean 
the stairs, passageways, etc., are tech- 
nically called "boots," and receive, on 
English lines, half a crown (two shil- 
lings and sixpence), and the equiva- 
lent would prove satisfactory on other 
lines. There is no difficulty at the end 




EX -PRESIDENT ROOSEVELT UMPIRING A SPAR PILLOW-FIGHT AT SEA 

Kermit Roosevelt is not absent 



is based upon the passage money paid 
per bcrtJi occupied : 

Per Person. 



$80. 
$100. 
$125. 

$250. 
$350. 
$400. 

$500. 



$2.00 
2.50 
2.50 
3.00 
3.50 
4.00 
5.00 



No scale of fees can be recom- 
mended to those having private suites, 
as the fee should be based on the ser- 
vices rendered. Where staterooms 
have a private bath, about $1.00 extra 
should be added to the compensation 



of the voyage in ascertaining who has 
been the particular person who has 
had charge of the shoe polishing. 
Shoes should be left outside of the 
door and they will be found cleaned 
in the morning. 

The deck steward, provided* that he 
does anything for a passenger, should 
receive about $1.00, or four shillings. 
It is not obligatory to fee the deck 
steward unless he has performed some 
actual services. Where ladies are in 
the party, it is customary to fee the 
deck steward, as he is apt to perform 
many services, such as locating 
steamer chairs, adjusting steamer 
rugs, etc. On some lines the smoke 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



131 



room stewards are not allowed to put 
out a tray for the reception of coins 
at the end of the voyage. If one has 
used the smoke room quite a good 
deal, a fee of fifty cents should be 
given. On some lines passengers ar- 
range , a subscription for the orchestra 
or band, and on some of the German 
lines the offering for "musik" is made 
when the payments are made to the 
steward for the wine account. Pas- 
sengers should not feel, however, that 
this fee for "musik" is obligatorv. 
The band is a source of great annoy- 



senger. Passengers who object on 
principle to tne paying of fees will find 
the end of their voyage very uncom- 
fortable, and they will undoubtedly 
end in paying the fees which they 
have begrudged. It should be remem- 
bered that the stewards only receive 
a very small compensation from the 
company, and they nearly all have 
families dependirg upon them. Al- 
ways figure that if you were not com- 
pelled to pav fees, your* cost of ocean 
passage would be increased. The fees 
in the second cabin are about one- 






THE ROOMY PROMENADE DECK 
Gives Ample Room for Chairs and Exercise 



ance to many passengers, and they 
should not be compelled to pay for 
something which they did not enjoy. 
This is practically the list of fees as 
regards the male members of the 
party. Stewardesses who assist ladies 
should be given fees which may be 
reckoned at about two-thirds the fees 
which are given to the room stewards. 
Where no services have been rendered, 
no fees are expected. There are, how- 
ever, very rare instances where this 
occurs. The fees to the room stew- 
ards, table stewards, and bath stew- 
ards, should not be evaded by the pas- 



iialf those paid in the first cabin. 

All fees are payable at the time of 
debarkation. Under no circumstances 
pay any fees whatsoever until the end 
of the voyage, as stewards' memories 
are apt to be somewhat short. A care- 
ful perusal of the hints relative to 
feeing will prevent annoying misun- 
derstandings. 

Some persons recommend that the 
head steward be feed immediately on 
coming aboard. This seems, however, 
like an unnecessary expense, as the 
conditions. under which he is hired are 
entirelv different from those of the or- 



132 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



dinary steward. New conditions have 
introduced new problems into the fee- 
ing question ; thus the gymnasium 
steward should be feed if the gymna- 
sium has been used — fifty cents should 
be sufficient. 

OCEAN STOP-OVER 

Passengers who wish to disem- 
bark at a port of call when the 
steamer is going to other ports should 
notify the baggage master, or if there 
is none on board, the purser, in order 
that the baggage may be looked up 



righted books ; they are liable to be 
confiscated if found. Passengers land- 
ing in England are allowed to bring 
in a pint of drinkable spirits, or a 
half pound of cigars or tobacco. 
Such articles must, however, be de- 
clared to the Customs inspector. All 
tobacco must be declared at the Ital- 
ian Customs under penalty of a 
heavy fine. Living plants must 
not be brought into Germany, and 
the importation of medicines is pro- 
hibited in a number of countries on 
the Continent, such as France. Nor- 
way, Russia and Sweden. A sufficient 




THE KITCHEN GARDEN ON THE "AMERIKA" 

First Strawberries are Grown in Pots 



and landed. Stop-over privileges are 
usually allowed on steamships, and the 
necessary arrangements can be made 
with the purser. No general rule can 
be given. 

FOREIGN CUSTOMS 
There are a number of articles 
which must not be imported into some 
countries. Thus, foreign matches and 
playing cards must not be imported 
into France, matches being a national 
monopoly. In England it is forbidden 
to bring in reprints of English copy- 



quantity for the journey, however, is 
usually' allowed. On the Continent 
enough cigars are usually allowed for 
a railway journey, say a cigar case 
full. Guns must pay duty in Ger- 
many, Belgium and Portugal. Special 
permits are required for the importa- 
tion of guns in Spain. Dogs are free 
in most countries : we have already 
referred to the importation of dogs 
into Great Britain without a license. 

The tables under statistical infor- 
mation give distances from principal 
ports abroad to places in this country. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



133 



THE SEA POST OFFICE. 

On many of the trans-Atlantic lines 
having mail contracts a "marine post 
office" is in operation. There are sea 
post offices on nearly all of the ex- 
press steamers belonging to lines hav- 
ing 'mail contracts. The post office 
proper is usually located on the main 
deck of the steamer, while below it, 
say, two decks lower, is a large stor- 
age room. The post office is provided 
with the requisite sorting shelves, 
pigeon holes, packing and stamping 



cabin, and the subalterns in the second 
cabin. On one of the German lines, 
for example, the staff consists of two 
German and two United States post 
office clerks, and three German post 
office subaltern officials, furnished by 
the postal administration of the Ger- 
man Empire alone, because this class 
of officials is not known in the United 
States postal service, where the work 
done by the German subalterns is at- 
tended to by the post office clerks. In 
the direction towards America, the 
German post office clerk, and on the 




THE ANCHOR WINDLASS 
Is of Immense Size. Note the Size of the Man 



tables, as well as bag stands, which 
serve to secure the bags for the recep- 
tion of the sorted letters. Through a 
window in the door of the room the 
officials communicate with passengers 
(when necessary). The registered 
mail is sorted in a specially screened 
off space. The storage rooms are usu- 
ally connected with the post office by 
electric elevators. If the mail is so 
bulky that the office rooms are not 
sufficient for its accommodation, part 
of the sealed mail sacks are stored in 
the hold of the ship. The post office 
clerks are accommodated in the first 



trip to Germany, the United States 
post office clerk, is the chief official 
of the sea post office on -board, and 
consequently is responsible for the 
mails. The passengers are not admit- 
ted to the sea post office rooms. It is 
the principal business of the post office 
clerks on the trips to New York to 
sort the United States mail, particu- 
larly letters and postal cards, in such 
a manner that they are ready either 
for immediate delivery in New York 
City or for transfer by the next inland 
mail ; on the trips to Germany the 
mail for the German terminal post 



134 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



offices is to be dealt with so as to have 
a large portion of the German mails 
ready for disembarkation at Plymouth 
and Cherbourg, whence they are for- 
warded to the places of destination by 
the faster overland routes. The post 
office clerks are, moreover, responsible 
for the methodical transfer and safe 
storage of the mails, for the emptying 
of the ship letter boxes and the han- 
dling of the correspondence deposited 
therein, they have to attend to ordi- 
nary and registered correspondence 
handed in at the post office window by 



granh messenger provided by the post 
office of the said port. The sea post 
offices keep a stock of postage stamps, 
etc., of both the German and United 
States postal administrations for sale ; 
for the payment of the postage, Ger- 
man postage stamps must be used 
when the articles are posted in German 
ports or on the trip from Germany 
to New York, and postage stamps 
of the United States must be used 
when the correspondence is posted in 
ports of the United States or during 
the trip from New York to Bremer- 




SEA POST OFFICE ON THE "OCEANIC" 
Here the Mail is Sorted En Route 



the passengers and crew, to sell post- 
age stamps, postal cards, etc., to the 
passengers and crew, to distribute cor- 
respondence arrived for the latter, and 
to watch over the safe delivery of the 
closed mails at the ports of call and 
the terminal port of the voyage. Fur- 
thermore, it is the business of the sea 
post office clerks to receive telegrams 
from the passengers and crew, during 
the trip from the last port of call to 
the German terminal port, to pre- 
pay them and forward them to the 
place of destination immediatelv after 
landing in the German port by 'a tele- 



haven. During the stay of the steamer 
at ports of call, only such letters can 
be received as are prepaid by postage 
stamps of the country in which the 
port of call is located. Since January 
1, 1909, a new tariff is in force by 
which letters are carried between the 
United States and Germany, and the 
United States and England, for two 
cents per half ounce. The ship letter 
boxes must be emptied .at least once a 
day, and immediately before the arri- 
val at each port touched on the line. 
All correspondence taken from the 
boxes is stamped with the date stamp, 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



135 



which is changed daily. During the 
stay of the steamer at ports of call the 
ship letter boxes must be kept closed, 
so as to avoid letters prepaid by other 
than the stamps admissible for the 
respective country being dropped into 
them. Upon the arrival of the steamer 
at Quarantine Station at Staten Is- 
land the United States mail steamer is 
found in waiting to take the mail and 
convey it quickly to the harbor post 




MAILING A LETTER AT SEA 

office in New York, when the mail 
carts carry it to the district post 
offices or to the railway stations. The 
time is surely near when all fast 
steamers plying between New York 
and foreign ports will be fitted with 
floating post offices in which European 
and United States post office clerks 
will effect the postal traffic between 
the three continents of Europe, Amer- 
ica and Asia for the benefit of trade 
and industry. 

CIGARS 

Cigars are good and cheap in Hol- 
land, fair in Germany and England, 
and are extremely bad in France, and 
the Italian cigars, particularly the so- 
called "Virginias," with a straw and 



broom corn to assist the drawing of 
the smoke, are beyond the pale. Those 
who do not enjoy the smell of tobacco 
smoke should seek compartments la- 
beled, "For non-smokers," but where 
the universal custom is to smoke, as 
in Holland, the visitor has no guar- 
antee that this is a safeguard, but if 
a passenger objects to smoking while 
seated in a non-smoking compartment, 
he can compel the officials of the train 
to stop the offender. Ladies traveling 
alone should occupy the special com- 
partment res. ved for them, usually 
marked "Dames," or "Damen," on the 
Continent, as this is the only guar- 
antee that they will not have to en- 
dure smoking. 



SHORT DAY TOURS FROM LONDON 

Southend. By London, Tilbury & South- 
end Railway from Fenchurch St., Great 
Eastern Railway, Liverpool St., Midland St., 
Pancras. 45 miles. Cheap fares every day 
during summer. Popular pleasure resort at 
mouth of Thames, 2s. 6d. round trip. 

Tunbridge Wells. South Eastern and 
Chatham and London, Brighton & South 
Coast Railways, 32}4 miles. Fares 3rd class 
5s. 5d. round trip. Cheap tickets on frequent 
days during season. Chalybeate Springs, 
Old Promenade, "Ye Pantyles," Church of 
King Charles the Martyr with magnificent 
plaster ceiling. A central point for reaching 
many historic castles and seats in the neigh- 
borhood, many of which are now ruins, includ- 
ing Penshurst Place, the home of the Sidneys; 
Hever Castle, the home of Anne Boleyn, now 
the residence of Mr. W. W. Astor; Eridge 
Castle, the seat of Marquess of Abergavenny; 
Bayham Abbey, residence of Lord Camden; 
Tonbridge Castle; Knole Park, home of the 
Sackvilles; Ightham Moat, one of the finest 
examples of an Old English Manor House; 
Bodlam Castle; Mayfield Palace; Brambletye 
Ruins. Magnificent scenery. 

Hastings and St. Leonards. South 
Eastern and Chatham Railways. Popular 
pleasure resort on south coast. Cheap tickets 
on frequent days during the season. Baute 
Abbey, site of Hastings battlefield, a few miles 
to north, and spot where Harold fell. 

Margate, Ramsgate, Broadstairs, Sand- 
wich, Deal, Dover, Folkestone. Popular 
pleasure resorts on South Eastern Railway. 
Cheap tickets on frequent days during the 
summer. Boats also ply daily between these 
points and London Bridge, affording an excel- 
lent impression of shipping on Thames. 

Canterbury. South Eastern & Chatham 
Railway. Cathedral and its historic points 
such as Becket's Tomb; St. Martin's Church; 
associations with Charles Dickens (David 
Copperfield) ; Old English Houses. 



Remember that Parisians do not care to 
see foreigners at their places of amusement 
in traveling costume: dress well and suitably. 
If you brought evening clothes with you, do 
not hesitate to wear them. 



PART III. 



THE SHIP 



THE PRINCIPLES OF SHIP DESIGN. 



Each ship afloat is displacing, ac- 
cording to the size and shape of her 
hull, a mass of water which would be 
otherwise occupying the same position 
as is now being occupied by the vessel 
itself. The ship is being pulled down- 
ward by that invisible cord of attrac- 
tion which drags at its center of grav- 
ity. The same upward thrust which 
supported the mass of water displaced 
by a ship supports the ship herself 
when she displaces that water. This 
upward thrust may be regarded as con- 
centrated at the point which was the 
center of gravity of the displaced 
water, which point is therefore called 
the "center of buoyancy." When a 
ship is floating on an even keel in still 
water these two points, the center of 
gravity and the center of buoyancy, 
are always in the same vertical line, 
but seagoing ships are very seldom on 
an even keel, for the wind and the 
waves always tend to incline the ship 
away from the upright. It is of su- 
preme importance to the safety of the 
ship, when she is thus inclined, that 
she should be of such a form as to tend 
to return to the upright position, 
rather than to depart further from it. 
When this is the case the ship itself is 
always struggling to remain upright, 
and she is said to be in "stable equilib- 
rium." On the other hand, if, when 
heeled over by external forces, such 
as the .wind or waves, she tends of 
herself to heel still further — in other 
words, to capsize — she is said to be in 
"unstable equilibrium." 

Naval architects have computed all 
of these elements in ship design with 
minute accuracy, and by means of 
models and towing tanks they are usu- 
ally able to determine the possiole per- 
formance of the boat prior to construc- 
tion. The nomenclature of naval 
architecture is rather confusing to the 
lay mind, with its "transverse meta- 
centre" and meta-centric height" and 
other terms. 



A ship is not meant merely to float ; 
it must also make progress through 
the water. The facility with which 
she can do this is important in two 
ways — first, it reduces the cost of 
power, in other words, it decreases the 
coal consumption ; secondly, it in- 
creases the earning power of the ship. 
The more quickly a vessel can per- 
form a given trip, the more trips she 
can make in a year, and the larger the 
sum for freight and passage money 
will be which she can earn. 

The under-water portion of a ship's 
hull may be of any degree of fineness 
from the shape of a rectangular tank 
or a "Noah's Ark" down to the sharp, 
"easy" form of a 26-knot "flier." 
Broad and chunky boats are said to 
be "full bodied" or "full lined;" but 
when the degree of fineness becomes 
more pronounced, the ship is said to 
have fine lines, and the obtaining of 
the proper "coefficient of fineness" is 
one of the most difficult problems of 
the naval architect. The best exam- 
ple of fine lines run riot is in the mod- 
ern racing yacht. In designing a 
cargo-carrier there is less scope for the 
skill of the designer than in drawing 
the plans for the express passenger 
steamer, which must make the trip in 
record time through all kinds of seas. 
The builders of a ship have to reckon 
not only with fair weather, but with 
foul, and upon her behavior in a sea 
depends the comfort of a ship's pas- 
sengers, the popularity of the ship and 
her earning power as a money pro- 
ducer for her owners. 

A ship's motion in a sea is of two 
kinds — "pitching" and "rolling," the 
rising and falling of her two ends and 
the rising and falling of her sides. A 
cross sea may produce a kind of cork- 
screw motion, which is really a com- 
bination of both and which is usually 
disastrous to a bad sailor. Steamers 
usually roll more than sailing ships, 



136 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



13 7 



because of their flat bottoms and also 
because the pressure of wind on the 
sails tends to keep the sailing ship 
steady. Until a few years ago even 
steamships engaged in trans-Atlantic 
traffic carried sails and sailors to oper- 
ate them to steady the vessel. This 
was in constant use twenty years ago, 
but is unknown to-day. On the other 
hand, the sailing ship usually pitches 
more than a steamer. Either of these 
two movements has a very serious 
effect upon a vessel's speed, but of the 
two pitching has the greater effect in 



Waves are said to have been observed 
that were over 2700 feet long, and 
thev have frequently been observed to 
be 500 to 600 feet long; but 200 feet 
is the ordinary length. The shorter 
the wave length — that is, the more fre- 
quent the wave — the slower is the rate 
of travel, but the more violent the up 
and down motion. Rolling is a per- 
sistent trouble with steamers and may 
develop into a very dangerous oscilla- 
tion, though its effect in reducing speed 
is not nearly so marked as is that of 
pitching. Though it may become dan- 




THE KEEL OF THE "OLYMPIC" 
The New Steamer of the White Star Line. With Her Sister Ship the "Titanic" she is one 
of the Largest Ships in the World, which will be placed in commission in a few months 



retarding the vessel. When the screw 
begins to be lifted out of the water 
and "race," and the ship takes in a 
good deal of water over the bows, the 
engines are slowed down. It is, there- 
fore, the ship that moves most easily 
over the waves without needing to slow 
down on account of weather that 
makes the most regular and punctual 
voyages. A very important factor in 
reducing the liability to pitching is the 
great increase in the length of ships. 
It was noticed when the "Great East- 
ern" was in commission that she was 
much less liable to pitch than smaller 
boats. A wave length varies greatly. 



gerous, rolling is not often fatal. 
There are several structural devices 
for checking rolling, such as wing 
tanks, but these are not adopted for 
passenger steamers, where the accom- 
modations are required for outside 
cabins. The bilge keel, however, tends 
to minimize the rolling of vessels. It 
is a keel-like projection on the bilge 
or curve of the ship's floor. They are 
fitted in pairs, one on each side of the 
ship. The bilge keel is usually about 
one-third, sometimes as much as one- 
half, the total length of the ship. Its 
width varies from nine inches to as 
much as three feet. Bilge keels are 



138 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



often fitted fore and aft, from amid- 
ships, side to side, where their action 
is most pronounced. 

There are two types of bow in mod- 
ern ships — the straight, which fre- 
quently rakes a little, and the clipper. 
The former is used for nearly all 
steamers and the latter is used for 
most sailing ships. 

A ship has two bottoms, several feet 
apart, and the space between is divid- 
ed by longitudinal and transverse plat- 
ing into hundreds of separate water- 
tight cells. If the outer bottom is per- 



the distortion is called "sagging." The 
latter condition occurs when the ends 
are supported on two waves ; the for- 
mer when the ends are comparatively 
unsupported and there is a wave at 
the center. 

Such are, in brief, a few of the con- 
ditions which have to be met and con- 
quered by the naval architect, whose 
work is almost beyond belief. 
THE CONSTRUCTION OF THE 
SHIP. 

This section is abstracted in part 
from Mr. J. R. Howden's book, enti- 




CONSTRUCTION OF THE GEORGE WASHINGTON 

Showing the Spectacle Frames for the Propeller Shafts 



forated, the inflowing water fills only 
the cell that is affected. Similarly the 
whole interior of the hull is divided 
into large compartments by bulkheads 
that run clear across the ship from 
side to side. 

In designing the structure of the 
ship the points of strain mVist be 
known and provided for, both when a 
ship is running in ballast as well as 
when she is fully laden. On the whole, 
the ends of the ship tend to droop and 
the center to bend upwards, and the 
deflection is called "hogging.'' On the 
other hand, when the center tends to 
droop and the ends to bend upwards, 



tied "The Boys' Book of Steamships," 
which should be in every library. 

The principal member- of the longi- 
tudinal framing is the center keel with 
its keelson. In large vessels the keel 
and keelson are joined together by a 
rigid web, which virtually forms one 
extremely safe and strong beam. On 
either side of the keel are arranged 
one or more keelsons, varying with the 
size of the ship. The outermost of 
these is placed where the bottom of 
the ship begins to turn upward to the 
sides, and is termed the "bilge keel- 
son." Other longitudinal beams run 
along the ship's side nearly the whole 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



139 



length of the vessel ; these beams are 
called stringers, and the lowermost of 
them is the bilge stringer. The ship's 
longitudinal framing is finished off by 
a stem and stern post, to both of which 
the center keel and keelson are secure- 
ly attached by massive castings. The 
strain to which the decks are subject- 
ed at the stern arises principally from 
the vibration set up by the propellers. 
At the bows, however, concussive 
blows from the waves are often experi- 
enced, so that the stem of the ship 
must be well reinforced. The side 
keelsons and stringers are stopped a 
little abaft the stem and their ends are 
then united by stout V-shaped gusset 
plates, called "breast hooks." These 
breast hooks securely lock the string- 
ers and side plating of the ship to- 
gether and form a valuable support to 
the massive stem bar in its oftentimes 
violent impact with the waves, as well 
as in the case of the more serious 
event of an end-on collision. This lat- 
ter risk is still further provided 
against by a massive collision bulk- 
head, placed, according to Lloyd's 
rules, at a distance of one-twentieth 
of the ship's length abaft the stern. 
This collision bulkhead 'has often done 
good service, as when the Guion Line 
steamer ''Arizona" ran full tilt into 
an iceberg in 1879, her bows crum- 
pled up like tissue paper, but the bulk- 
head stood, and she reached St. Johns, 
Newfoundland, in safety. The writer 
has made one voyage in this vessel, 
which was in no way impaired by the 
accident. 

The transverse framing consists of 
very deep plates fitted between the 
keelsons on the ship's bottom. Above 
the turn of the bilge these run up 
into the side frames, which are very 
numerous and are spaced about two 
feet apart. The "Mauretania" has 300 
frames in her 790 feet of overall 
length. Most of these frames are 
spaced 32 inches apart, an interval 
which is diminished to 26 inches for- 
ward and 25 inches aft. All large 
ships nowadays are built with double 
bottoms, the plan which was first 
adopted by Brunei for the "Great 
Eastern." The depth of the double 
bottom of the "Mauretania" is gener- 
ally five feet, increasing to six feet 
under the engine rooms. Sometimes 
this doubling of the ship's plating is 
carried some distance up the side. The 
space so obtained is available for 
water ballast when necessary. The 
third and last element of a ship's 
structure is the shell plating. Several 



different methods of arranging the steel 
plates are in vogue. The neatest is 
the edge to edge or flush system. But 
usually some way of overlapping the 
plates is preferred. Recent improve- 
ments in the rolling of plates have en- 
abled them to be made of considerable 
size. This is a great advantage, as it 
reduces the number of joints which 
need' to be made. The heaviest and 
largest plates in the "Mauretania" 
weigh from four to five tons and meas- 
ure forty feet long. Plates of this size 
are fitted at the turn of the bilge. The 
ordinary plates in this ship are thirty- 
four feet long. • When plates are fitted 
edge to edge, a covering strake, as it 
is termed, , is usually worked over the 
joint. 

A vessel's deck, in addition to its 
primary function of keeping the inte- 
rior of the ship dry, may also be made 
to contribute greatly to the longitudi- 
nal strength. To do this two condi- 
tions must be fulfilled — the deck must 
be continuous, that is, without any 
complete break extending right across 
it, and also it must be of steel. A 
wooden deck, even if laid on steel 
beams, is of little or no help in secur- 
ing structural strength, because the 
stout bolts which secure the deck 
planking will shear through the wood 
as it expands and contracts, and thus 
work loose, long before the steel hull 
has begun to stand in need of any addi- 
tional resisting power which a deck 
might impart. Accordingly, in large 
ships, decks are built of steel plates 
laid on and secured to steel beams. 
A ship thus built takes the form of an 
exceedingly strong steel box, the deck 
or decks being virtually continuations 
of the vessel's sides and securely tying 
together stem and stern. 

On page 145 is given a graphical idea 
of the difference in size between the 
"Mauretania," the "Half Moon" and 
the little "Clermont." The advent of 
this Hudson River boat, which marked 
an epoch in steam navigation, was fit- 
tingly celebrated in September, 1909. 
by imposing marine and land pageants. 

The coal bunkers are near the stoke- 
hold, so that the trips of the coal pass- 
ers are minimized as miich as possible. 
A ship is coaled either by hand or by 
machinery ;• where the latter is used it 
is sometimes possible for a vessel to 
discharge cargo and coal and get away 
within twenty-four hours, as was done 
in January, 1910, by a vessel of the 
American Line. One of our engrav- 
ings gives an idea of what the stoke- 
hold is like. There are 204 firemen 



140 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



and 120 trimmers on the "Maure- 
tania." They are divided into three 
watches of 68 firemen and 40 trim- 
mers each. Each watch is on duty 
continually for four hours at a time. 
The trimmers are busy all the time, 
some are trimming the , coal in the 
great bunkers so that no sudden lurch 
of the ship may cause any serious 
shifting, which may endanger the lives 
of the men in the bunkers, or even the 



cleaned in order to prevent the checking 
of the draft to the fires. The ordinary 
Scotch boilers, which are made in vari- 
ous sizes up to 18 feet in diameter 
and as much as 20 feet in length, are 
fired from both ends and there may be 
two or even four furnaces at either 
end. On the "Mauretania" there are 
eight furnaces for each of her 23 
double-ended boilers. The products of 
combustion as they are formed on the 







LONGITUDINAL SECTION OF THE TWIN SCREW 

Vienna cafe (smokers) 

First class cabin 

Bathroom 

Lavatory 

Post office 

Second class pantry 

Second class kitchen 

Firemen and trimmers 

Engine room 

First class Smoking room 

First class cabins 

Doctor's cabin 

Barber's room 



1. 


Second Class Promenade Deck 


14. 


2. 


Reserve rudder machine 


15. 


3. 


Rudder machine 


16. 


4. 


Second class Smoking room 


17. 


5. 


Second class cabin 


18. 


6. 


Second class Ladies' saloon 


19. 


7. 


Second class Dining room 


20. 


8. 


Baggage room 


21. 


9. 


Shaft tunnel 


22. 


10. 


Rudder 


23. 


11. 


Screw 


24. 


12. 


Double bottom 


25. 


13. 


Vienna cafe Shelter . 


26. 



stability of the ship ; others are shov- 
eling coal into the wheelbarrows, in 
which it is conveyed to the firemen and 
dumped down before the 192 furnaces. 
The business of firing demands great 
physical endurance, also considerable 
judgment and skill in feeding the fire 
properly, as it must be kept clear and 
burning brightly. The furnaces must 
also be cleaned and the clinkers and 
ashes knocked out into the ashpans be- 
neath. The ashpans must in turn be 



grate are drawn through the furnace 
by the fierce draft into the combustion 
chamber at the back, where these gases 
are mingled with air passing under- 
neath the grate. To increase the flow 
of air to the combustion chamber vari- 
ous devices are employed. Sometimes 
the boiler room is airtight, and the air 
in it is constantly kept at a greater 
pressure than that of the atmosphere 
outside. This plan is not often adopt- 
ed except in the Navy, as it has sev- 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



141 



eral objections. Sometimes only the 
furnace and ashpit are closed in, and 
air is forced in under pressure. The 
system, known as "Howden's," from 
the name of its inventor, is largely in 
use in the Merchant Service, and con- 
sists chiefly in heating the air before 
it enters the furnace ; this is the plan 
adopted in the "Mauretania." Yet a 
fourth plan is to suck air through the 
furnace by a blower placed at the base 



flame. Some idea of fuel consumption 
may be obtained from figures regard- 
ing the "Deutschland," the boat which 
has made the eastward passage from 
New York to Plymouth at an average 
speed of 23.51 knots an hour. The 
gross tonnage of this vessel is 16,502 ; 
her horsepower has been developed to 
36,000. Her 112 furnaces burn about 
560 tons of coal per day. 

We now come to the question of the 




EXPRESS STEAMER "KAISER WILHELM II." 



27. 


First class kitchen 


40. 


Navigating house 


28. 


First class pantry 


41. 


Chart house 


29. 


Scullery 


42. 


Captain's rooms 


30. 


Coal bunkers 


43. 


Reading and Writing room 


31. 


Boiler room 


44. 


Steerage kitchen 


32. 


Vienna cafe (non-smokers) 


45. 


Steerage 


33. 


Grand staircase 


46. 


Provision department 


34. 


Dining room 


47. 


Goods hold 


35. 


Social Hall 


48. 


Chains 


36. 


Children's saloon 


49. 


Sails 


37. 


Chief Steward's office 


50. 


Sailors 


38. 


Imperial suite 


51. 


Anchor machine 


39. 


First class cabins 


52. 


Anchor 



of the funnel. The actual height and 
diameter of the funnel itself has a very 
marked effect on the air circulation 
within and through the furnace. The 
"Mauretania's" funnels reach no less 
than 153 feet from the baseline of the 
ship. The water tube boiler is also 
used, particularly on naval vessels, as 
steam is raised quicker than in the or- 
dinary Scotch boiler. This is accom- 
plished^ by bringing the water into 
more intimate connection with the 



engines. The early trans-Atlantic 
steamers were propelled across the 
ocean by paddle wheels, but this was 
abandoned for the screw, although 
there was a transition period when a 
combination of screw and paddle wheel 
was used, as in the "Great Eastern." 
On the early screw steamers it was 
found that the engines were too slow 
for the screws and the speed had to be 
increased with the aid of gearing. 
Much trouble was experienced from the 



142 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



breaking of the gears under the heavy 
strains imposed. Later, as the engine 
speed increased, the engines were 
coupled directly to the propeller shaft. 
To-day the steam turbine actually runs 
too fast for the propeller ; and gear- 
ing is again proposed, not as in the 
early engines to increase, but to de- 
crease the propeller speed. 



bunkers. The compounding of marine 
steam engines did not come into gen- 
eral use until 1870. Compounding is 
simply a means for getting more work- 
out of a given quantity of steam, and 
as this cannot efficiently be done in 
any one cylinder, however early may 
be the cut-off, a second, third and even 
a fourth, is employed, wherein the par- 




THE COMPLICATED GEAR OF A LARGE VESSEL. 
Photograph taken on the "George Washington." 



Main Deck. 

Lower Promenade Deck. 

Upper Promenade Deck. 

Boat Deck. 

Bridge Deck. 

Cargo Beams. 

Mast. 



15 Skylights. 



8 Cargo Winches. 

9 Rigging. 

10 Derrick for Heavy Cargo. 

11 Smoke Funnel. 

12 Ventilators. 

13 Boats 

14 Back Stays. 



The subject of the reciprocating en- 
gine is extensive and need not concern 
us here. Steam is used in either triple 
or quadruple expansion engines. The 
multiple expansion engine has revolu- 
tionized sea transport. It is driving 
the sailing vessel off the sea and is en- 
abling a vessel of moderate size to 
carry coal sufficient to steam half 
round the world without refilling her 



tially expanded steam is allowed to 
part with still more of its contained 
energy. The resulting economy -has 
been remarkable. It is possible to 
have the coal consumption as low as 
1.33 pounds per indicated horsepower 
per hour. The adoption of these vari- 
ous forms of multiple expansion en- 
gines has helped to facilitate one very 
important improvement to which a 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



143 



great deal of attention has been direct- 
ed of late years. One of the most un- 
pleasant features of the screw engine 
in many steamers is the constant vibra- 
tion which it sets up when in motion. 
Bad enough in smooth water, the shak- 
ing becomes almost unendurable when 
accentuated by the racing of the screw 
set up by the vessel pitching heavily 
in a head sea. It has, however, been 
discovered that, by a careful arrange- 
ment of the cranks of an engine, the 
heavy moving parts can be made to 
so balance one another that the vibra- 



tania," which will be described a little 
later on, revolve at the rate of 180 
per minute. In 1904 the Allan Line 
brought out two large triple-turbine 
steamers for their Montreal service, 
the "Victorian" and the "Virginian," 
both 12,000-ton ships, 540 feet long 
and with a speed of 17 knots. These 
were the first ocean-going steamers fit- 
ted with the new machinery. In 1905 
the Cunard Steamship Company ap- 
plied the system to a 20,000-ton liner, 
the "Carmania." At the same time a 
sister ship was built and propelled by 




AMIDSHIPS THERE IS MORE SPACE TO WALK ON THE SUN DECK. 



Smoke Stack. 
Winter Garden. 
Boat Deck. 
Sun Deck. 
Boats 
Quadrant Davit. 



7 Boat Tackle. 

8 Ventilators. 

9 Various Deck Houses. 

10 Boat Winch. 

1 1 Cargo Beams. 

12 Awning Stanchions. 



tions which each sets up are more or 
less neutralized by those of its neigh- 
bor, and, as a result, not communicat- 
ed to the ship's hull. The engine room 
Dn a modern liner is absolutely closed 
to passengers unless they have very 
powerful introductions to some one in 
the engineering division, and on some 
boats even the engineers have no au- 
thority to show the engine room to any 
one. 

The first turbine boat, called the 
"Turbinia," was built in 1894. Her 
turbines made 2100 revolutions per 
minute. The turbines of the "Maure- 



quadruple expansion reciprocating en- 
gines. The "Caronia" attained a 
speed of 19 knots, while the "Car- 
mania," with her turbines, attained a 
speed of 20.19 knots. Both are eco- 
nomical ships of high speed. The per- 
formances of these beautiful boats were 
soon eclipsed by their large sisters, the 
"Mauretania" and the "Lusitania." 
There is an absence of vibration in the 
turbines which is inseparable with the 
most perfectly balanced reciprocating 
engines. This is true with ocean 
steamers ; but on some small steamers, 
particularly the Channel boats, the vi- 



144 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 




Copyright 1909 by Munn & Co. 



DEVELOPMENT OF THE TURBINE STEAMSHIP , 

The illustration shows the growth in size of turbine steamships from the small yacht 
"Turbinia" to the "Olympic" of the White Star Line, the largest vessel now building. The 
midship section of the " Olympic" shows how much space is available for the use of passengers 
and freight which in vessels fitted with reciprocating engines would be taken up by machinery. 
The over-all length of the " Olympic" is 890 feet; beam, 92 feet; plated depth, 64 feet; displace- 
ment at 37^ feet draft, 60,000 tons. It is to be equipped with engines with 45,000 horsepower 
and is designed to have a speed of 21 knots. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



145 



THE 'MaURE TAfJIA " 



Lfngth 


730- O 


Beam 


88 -O' 


Molded Depth 


60--O' 


Draft 


3&--0" 


e "Half Moo 


N " 


LetierH 


SO'-O" 


Be am 


/6 '-// ' 


Molded Depth 


/<?'-/" 


Or a FT - 


r-'/* 




Copyright 1903 by Munn & Co. 

THE DEVELOPMENT OF OCEAN VESSELS IN THE PAST THREE CENTURIES. 

t 10 ^ e "Half Moon" of 1609, if the wind favored, could sail about 6 knots. The "Clermont" 
or 1807 made 4 | knots. The "Mauretania" in 1909 crossed the Atlantic at a 26-knot gait, 
lne engine and boiler rooms of the Mauretania could accommodate five Clermonts placed end 
to end. lne Half Moon" could be placed athwartship on the deck above with her hull and 
masts entirely within the ship's structure. 



140 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



bratioD is most disagreeable. This ab- 
sence of vibration is much appreciated 
by the passengers, and there is also a 
great saving in machinery weights and 
spaces, and also in the weight of the 
engine foundation and other hull fit- 
tings. This is not, however, entirely 
true of the first attempts, as the sav- 
ing in favor of the "Carmania" tur- 
bines over the "Caronia's" reciprocat- 
ing engines was only 5 per cent. The 
(.•enter of gravity is much lower with 
the turbine, thus adding to the stabil- 
ity of the ship. Moreover, the high 
rate oz steam expansion in the turbine 
leads to increased speed, combined with 
economy of working. The higher rate 




One of the Furnaces in the Stokehold 

of revolution leads to the use of a 
smaller propeller, thus lessening the 
liability of racing of the screw. The 
"Lusitania" and the "Mauretania" are 
each propelled by four screws. The 
[wo outermost are driven by the high- 
pressure turbines, while the two inner 
shafts are driven by the low-press 
turbine^: each of these latter shafts 
also carries a high-pressure turbine ar- 
ranged for going astern, since the tur- 
bine cannot be reversed like the ordi- 
nary reciprocating engines. When 
going ahead these reversing turbines 



are revolving idly. Each of these high- 
pressure turbines is in a room by 
itself, while the two low-pressure 
ahead and high-pressure astern tur- 
bines are in what may be called the 
main engine room in the center of the 
ship. It is believed that a more ex- 
tended account of the "Mauretania" 
and ""Lusitania*' as being the largest 
and fastest vessels in commission at 
the time this book goes to press, and 
which will continue so for another 
year or so. may prove of interest. The 
following material is taken from the 
Scientific American : 

The dimensions of the '"Maureta- 
nia" are interesting, as will be seen 
by the following tables : 

Length over all 790 feet 

Length between perpen- 
diculars 7G0 feet 

Beam extreme 88 feet 

Depth molded 60 ft. in. 

Gross tonnage 83.200 tons) 

Net tonnage 11,900 tons 

Maximum draft 37 feet 

Displacement at this draft 45.000 tons 

These dimensions render these ves- 
sels by far the largest ever built or 
projected, except the ""Olympic" and 
"Titanic.*' referred to elsewhere. They 
are 88 feet inches longer than, the 
swiftest of the big liners, the ""Kaiser 
"Wilhelm II," and the '"Mauretania" 
is 2% knots faster than that ship. 
They are over 100 feet longer even 
than the "Great Eastern." and of 5 
feet greater beam. 

The "Mauretania" has nine decks — 
the lower orlop, the orlop, the lower, 
the main, the upper, the shelter, the 
promenade, the boat, and the sun 
deck. The motive power, including 
engines, boilers, and coal bunkers, oc- 
cupies 420 feet of the mid-length of- 
the vessel from the main deck to the 
hold, and therefore it can be readily 
understood that there is practically no 
space for cargo, the vessel being 
purely a mail and passenger ship. 
The passenger accommodation is pro- 
vided on the six decks above the water 
line, from the main deck upward. The 
shelter deck is given up to the of- 
ficers and crew, the latter being for- 
ward and aft. On this deck also are 
specially isolated hospitals. A feature 
which will be greatly appreciated by 
invalids and those who may be tem- 
porarily indisposed, is the provision of 
two electric passenger elevators at the 
center of the ship, with landing 
eaeh of the six passenger decks. It is 
a curious fact that the use of ele- 



SCIENTIFIC AMERICAN HANDBOOK OF I'li W I I 



117 



vators at sea was first suggested by 
the writer, although the idea was 
promptly appropriated by a aumberof 
different linos. Some of the elevators 
as installed were not placed as the 
writer planned, and are therefore of 
rather loss utility than might be ex 
ported. They are properly con- 
structed, however, in the "Maureta 
nia" ami "Lnsitania," being near the 
center of the ship. The "Maurita- 
nia" and her sister ship are con- 
stantly breaking record after record 
during the busy season, so that even 
the figures given elsewhere in this 
hook may be superseded at am time. 
Perhaps the greatest interest al 
taching to the "Mamvtania" centers 
in her turbines, which were con 
structed by the Wallsend Slipway and 
Engineering Company, The motive 
power is developed on four shafts, 
each carrying one propeller. The two 
outer shafts are driven by two high- 
pressure turbines and the two inner 
shafts by two low-pressure turbines, 
At the after ends of the low-pressure 
turbines, and on the same shafts, are 
located the turbines for driving the 
ship astern. The inner shafts turn 
outward and the outer-shafts inward. 

Tho total contract power is 68,000, di- 
vided equallv upon the tour shafts. 
The spood of revolution is about ISO 
per minute. 

We direct at tout ion to the very iu- 
teresting plan of the turbine plant. 
which gives an impressive idea of 
its vast proportions. Thus the high- 
pressure turbine ' has an internal di- 
ameter of 10 feet and is over l'o feet 
in length, while the total length from 

the forward end of the low-pressure 

turbine to the after end of the astern 
turbine, which is placed immediately 
after the low-pressure, is not far 

short of 100 feet. The low-pressure 
turbine casing is a truh enormous 
piece of work, having an internal di- 
ameter of 10 feet inches. This, be 
it noted, is slightly larger than the 
diameter of the Rapid Transit tunnel 
tube below the Easl River. It is es- 
timated that the weight of the ro- 
tating parts of the low-pressure and 
astern turbines combined is more than 
1*00 tons, mid yet so accurately is the 
work being done that the methods of 
lining up adopted provide for an ad- 
justment of this 200 tons of about 

1-3,000 of an inch. Moreover, al- 
though the circumferential speed will 

be about 11,500 feet per minute, there 

will have to he a minimum clearance 

in the high-pressure of (hi inch be- 



tween the blades and the surfaee of 

the casing, All the casings of the 

turbines are of oast iron, while the 

rotors and dummies are made of 

WhitWOrth fluid-pressed steel, as are 
also the disk wheels of the rotors. 
Tho low-pressure rotor is 12 feet in 
diameter. The casings are fixed to 

the bedplate at one end, hut the other 
end is free to slide longitudinally in 
slipper guides under expansion and 
contraction. Other dimensions show- 
ing the great siae of [ho turbines are 

those of the exhaust ports from the 

low-pressure casing to the condenser. 




Tlu> Starting Platform of the ESngino U>'>>in 



which measure H feet by it! feet in 

the opening. The blades of the tur- 
bines vary from a few inches in length 
at the admission end of (lie high pros 

sure turbine up to a maximum length 

of _*_ M -_. inches at the o\hausi end of 

the low-pressure turbine. The high- 
pressure turbine shafting is 27 inches 

and the low pressure ',V,\ inches in 

diameter. 

Twenty-five cylindrical boilers are 
necessary to supply steam to the 
above-described turbines. Twenty- 
three of those boilers are double ended 

and two are single-ended, and between 
them thej carry 192 furnaces, The 



148 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



double-ended boilers are 17 feet 3 
inches in diameter, and 21 feet long. 
They are to work under the Howden 
forced-draft system. Between them 
they have 160,000 square feet of heat- 
ing surface and nearly 4,000 square 
feet of grate area. The pressure at 
the boilers is 180 pounds, and at the 
turbines 1G0 pounds. The boilers a*re 
in four separate stoke holes, with 
seven boilers in the forward stoke hole 
and six in each of the others. In our 
illustration the boilers are shown ar- 
ranged in the erecting shop exactly 
as they now stand when looking 



Since the ship does not move on a 
solid base, like, for instance, a cart 
on the road or a train on the rails, 
but travels in the liquid element, the 
latter is liable to knock her off her 
course, even from an insignificant 
cause. She must, therefore, be perma- 
nently maintained on her course by 
powerful, absolutely safe working or 
steering gear. Since she accommo- 
dates thousands of people, to say noth- 
ing of large quantities of cargo of 
immense value, a ship must be fitted 
with devices which will enable her to 
successfully detect and 1 overcome in- 




ONE OF THE ENGINE ROOMS OF THE "SAVOIE" 
Showing the Traveling Crane 



athwart the ship. For each group of 
six boilers there is a smokestack 
which extends to a height of 152 feet 
above the keel of the ship, and these 
smokestacks, which are elliptical in 
section, measure 17 feet 6 inches by 
23 feet 6 inches. 

J SAFETY AT SEA* 

.'General Considerations. — First of 
"all, the ship, like any other self-pro- 
pelled conveyance, must have a pro- 
pelling mechanism, enabling her to 
reach her destination safely without 
assistance, even if one or another part 
of this mechanism be out of gear. 



ternal dangers, such as fires, epidem- 
ics, etc., and above all, such dangers 
as threaten her from without, in the 
nature of storms and waves, darkness 
and fog. This becomes all the more 
necessary, since on the lonely voyage 
across the ocean, assistance from with- 
out cannot, as a rule, be relied upon. 
It often happens that not a single ves- 
sel will be sighted from shore to shore; 
moreover, in cases where the ship is 
unable to reach a port, means must 
at all events be provided on board to 
insure the safe landing of the passen- 



gers 



The fulfilment of all these conditions 






SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



149 



makes the ship a complicated body 
and adds enormously to the expense 
of construction and equipment. The 
ship owners, fully conscious of their 
great responsibility for the safety of 
their steamers, the size of which is 
constantly increasing, and for that of 
the ever increasing number of passen- 
gers entrusted to their care, have been 



ever progressing in the development of 
technical appliances which make for 
safety, as well as such changes in the 
construction of the hull as make the 
vessel more seaworthy and add more 
to the comfort of the passengers. 

The locomotive mechanism, whether 
reciprocating engine, turbine or a com- 
bination of both systems, must be in 




ENGINE ROOM OF THE "CECILIE" 



150 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



absolutely working order. The en- 
gineer's duties do not cease with the 
landing of the gang plank ; for every 
part of the engine must be overhauled 
in the most rigorous manner, and pre- 
pared for the forthcoming voyage. It 
is not always possible for much time 
to elapse in port. One of the vessels 
of the American Line, in January, 
1910, reached port on Saturday, after 
a stress of weather, and discharged 
her cargo, coaled, and sailed at 10 
o'clock on Sunday morning. This is, 
perhaps, a record performance. It is 
wise, however, to always allow the 
boilers to become cool between voy- 
ages. 

Engines and Boilers. — This perfec- 
tion of working order is achieved, in 
the first place, by employing none but 
the most durable and expensive mate- 
rials for the entire engine and boiler 
plant ; secondly, by limiting the wear 
and tear and not exceeding a certain 



sure in the boiler exceeds the regu- 
lation limit and until the normal 
pressure is restored. 

Another important part of the loco- 
motive mechanism of the ship, besides 
the boiler and engine, is the propelling 
apparatus, which, in the case of trans- 
Atlantic steamers, is of either one o* 
more screws driven by shafts, which 
in turn are worked by the engines or 
turbines. It goes without saying that 
the screws, as well as the shafts, must 
be constructed of only the best mate- 
rials, and they must have the requi- 
site strength of structure, since a de- 
fect would reduce one of the engines 
or turbines to helplessness. 

Of highest importance to the safety 
of the ship has been the twin screw 
system, which began to be adopted in 
the early '80's, and which is almost 
universally in use to-day. In some 
of the turbine steamers there are four 
propellers. The value of twin screws 




PLAN VIEW OF THE MOTIVE POWER PLANT OF THE "LUSITANIA" 
The Boilers Supply Steam to the Turbines. The High-Pressure Turbines are the Sides. The 
Larger Inner Turbines are Low Pressure, with High Pressure Reversing Turbines Toward 
the Center of the Vessel 



percentage of the resisting power of 
the plant ; and lastly, by appropriate 
and regularly repeated over-pressure 
tests of those parts which are par- 
ticularly strained by the high pres- 
sure of the steam, thus insuring a 
constant control of the conditions of 
the materials in the constituent part 
of the whole plant. For all of these 
elements, which, as experience teaches, 
are subjected to an especially heavy 
strain, that is to say, the mobile parts 
of the engine and bearings, reserve 
tools and implements are provided, so 
that the damaged parts may be re- 
placed or repaired without an inter- 
ruption of service. 

Of great importance to the < boiler 
plant is an automatic regulation of 
the steam pressure, in order to avoid 
boiler explosion, which is practically 
unknown on modern passenger ships. 
This end is achieved by the introduc- 
tion of safety valves, which divert the 
steam into safe channels — channels of 
least resistance — as soon as the pres- 



lies in the fact that if one of the pro- 
pellers be damaged in any way, the 
ship is still able to continue the voy- 
age without outside assistance. 

The Rudder. — The rudder is also of 
vast importance, for the screws, as a 
steering device, can only be regarded 
as an expedient in case of emergency. 
For the safe manoeuvering of the ship 
an independent and reliable steering 
gear is required above all this, and no 
part of the construction of the ship 
is watched with greater attention 
than the rudder. Formerly, the rud- 
ders of large ships were constructed of 
cast steel. Now they are usually built 
entirely of wrought iron or forged 
steel, which metals offer the greatest 
possible safety against fracture. The 
rudder is worked by the main steering 
engine, which is located at the stern 
of the boat. The steering device is 
worked by the quartermaster at the 
wheel, which lies directly back of the 
bridge. A simple turn of the hand 
actuates the shaft, which runs the 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



151 



length of the boat, communicating 
with the valves and their mechanism 
of the steering device. Besides the 
main steering engine one or two auxil- 
iary engines are provided, as well as 
the device by which the rudder may 
be worked by hand power, if the 
auxiliary engines should likewise fail. 
a hydraulic system is also provided 
on some vessels in place of the shafts. 
A duplicate system is often employed 
where the hydraulic plan is used. In 
order, that the helmsman may at any 
time ascertain the position of the rud- 
der, an electric steering indicator is 
placed in front of the wheel. 

Secondary Bridges. — On the large 
steamers there is a second bridge 
abaft. Some vessels have even a third 
one amidships. These bridges are fitted 
with the respective appliances for a 
continuous communication by tele- 
graph or telephone with the forward 
bridge, which is the brain of the ves- 
sel. This is necessary, especially dur- 
ing manoeuvering within the harbor or 
in warping in to the pier. 

Engine Telegraph. — In order to in- 
sure the accurate carrying out of the 
manoeuvers a reliable engine-room 
telegraph is provided/ These large 
signal dials on their brass posts seem 
out of all proportion to the service 
which they have to perform. It is 
necessary, however, that the telegraphs 
stand the shock of the waves without 
impairing their efficiency. The pe- 
culiar sound of the "clank-clank" of 
these signals can be heard, especially 
when the speed is reduced to take on 
or off the pilot. In the case of the 
engine-room telegraph being out of or- 
der, there are speaking tubes and spe- 
cial telephones arranged from the 
bridge to the engine-room. 

The engine telegraphs have dials 
which correspond with each other on 
both the transmitter and receiver. By 
means of a hand lever a hand can be 
moved to one of the divisions marked 
"stop," "slow speed," "half speed," 
etc. The hand of the receiving in- 
strument immediately moves to the 
same division, while a bell signal calls 
the attention of the engineer on duty 
to the signal. The order is carried 
immediately, while another engineer 
brings the lever of the receiver in line 
with the signal indicated, which im- 
mediately transmits the signal to the 
bridge, showing that it has been cor- 
rectly understood and obeyed. The 
bell signal in the transmitter also 
rings, so that all of the officers on 



the bridge can hear it. There are 
also special indicators showing the 
position of the rudder and all its 
movements. Other devices indicate 
the speed of the main engines, on the 
bridge. The loud speaking telephones 
are necessary on account of the great 
noise of the machinery. 

Anchors. — Sometimes it becomes 
necessary to stop the ship, especially 
before entering a port. In order to 
prevent the vessel from being swung 
to and fro by the currents that are, as 
a rule, to be found in such places, the 
anchor is dropped. In view of its 
great importance to the safe ma- 







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The Engine Telegraphs are on the Bridge 
and other Parts of the Vessel 



noeuvering of the ship, the anchor, as' 
well as the chain cables and the wind- 
lass, must be very strongly con- 
structed. Moreover, there are always 
several reserve anchors on board. For 
the warping of the ship alongside of 
her pier a number of capstans are 
provided, distributed fore and aft, to- 
gether with means for handling or 
fastening the hawsers. 

The Bridge. — Practically everything, 
including the manipulation of the an- 
chor, is controlled from the bridge, 



152 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



which has the important instruments 
and signals, including the compass. 
The wheel house, etc., are carefully 
closed in. This is not, however, any 
guarantee against damage, as the 
"Lusitania," whose bridge is 80 feet 
above the level of the water, sustained 
severe injuries in the January, 1910, 
storms. The glass and the windows 
were of immense thickness, and yet 
they were smashed like paper, while 
the wires, steering gear, etc., were 
disarranged temporarily, and one of 
the stairways, which led to the 
bridge, was carried away, while the 



t 



The Shaft Alley 

other one was very much injured. 
From this it will be seen that the 
navigator has anything but a pleasant 
time of it, even if he works in an 
enclosed bridge. Of course, there are 
open spaces around the bridge with 
duplicate telegraph instruments, so 
that the captain or navigating officer 
can superintend the warping in of the 
vessel, the dropping of the pilot, etc. 
The Practically ZJnsinkaole Hull. — 
The hull of a modern 20,000-ton ves- 
sel is constructed with a double bottom 
extending over its entire length. The 
hull is also divided by bulkheads into, 
say, twenty-six separate compartments. 
The double bottom in the largest ships 
is from five to six feet deep where it 



forms a support for the engine? and 
it is divided like a honeycomb into 
hundreds of watertight cells. The 
larger ships are divided into from fif- 
teen to twenty compartments by means 
of bulkheads. Besides these, there is 
a longitudinal bulkhead in the engine 
room. These compartments are so 
proportioned that, even when two com- 
partments are filled with water, the 
stability and buoyancy of the vessel is 
not seriously affected. In one of the 
notable ships about seventeen steam 
pumps are available, of a size capa- 
ble of emptying the compartments of 
more than 300,000 cubic feet of water 
per hour. These pumps take their 
steam from boilers situated in other 
compartments than those which the en- 
gines occupy, so that the pumping may 
be effected, even though the engine 
room be flooded. As the four pump- 
rooms are separated by watertight 
compartments steam is always avail- 
able, even in case of a collision. On 
some vessels auxiliary oil engines are 
geared to pumps, these engines being 
in the upper part of the ship. 

Closing Bulkhead Doors. — With all 
the measures of precaution against col- 
lision, stranding, fires, etc., the abso- 
lute safety of the ship is not guaran- 
teed. It must be taken into considera- 
tion that all precautions are of no 
avail since a collision from the outside 
is a possibility. In such a case the 
thing to do is to keep the damaged 
vessel afloat. To attain this end the 
huli is divided up to the upper deck 
into watertight compartments divided 
by bulkheads closing by a number of 
bulkhead doors, so that the ship keeps 
afloat, even if a single compartment 
becomes completely flooded. In the 
case of express steamers and big 
steamers this is not sufficient, and the 
ship is divided into a number of com- 
partments, so arranged that even if 
two adjacent compartments become 
full of water the ship still preserves 
its buoyancy. The bulkhead must be 
built strong enough to resist the pres- 
sure of water. In former years it was 
found that the bulkheads were too 
weak, and in order to remedy this de- 
fect new rules as to the construction 
of bulkheads were laid down. The 
doors required in the bulkheads in 
order to insure communication within 
the ship must, of course, be perfectly 
watertight ; also of special importance 
is a quick and efficient device for the 
closing of those doors which connect 
the various compartments, otherwise 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



153 



the whole ship would be flooded. On 
modern vessels this is done in three 
ways : First, by moving the doors 
down by vertical screws ; secondly, by 
dropping the doors by simply discon- 
necting the closing gear, and, lastly, 
by a ^hydraulic pneumatic device, the 
so-called "Stone-Lloyd" system, which 
is operated from the bridge or the 
chart house. The value of this inven- 
tion is more and more appreciated by 
steamship companies. A single turn 
of a wheel is sufficient to cause the 
bulkhead doors to close throughout the 
ship. It can be operated by any of the 
officers on the bridge. We give illus- 
trations of an officer closing the bulk- 
head doors, and also a bulkhead door. 
There is another system, called the 
"long arm" system, which employs 
electricity for a motive power. A sys- 
tem of alarm bells is sounded before 
closure of the bulkhead doors, in order 
to allow of egress in good time of per- 
sons who happen to be in the com- 
partments which are to be closed. In 
the large passenger steamers there is 
often a bulkhead indicator in the chart 
house. As soon as one of the bulkhead 
doors closes a smalL electric bulb 
flashes up in the respective square of 
the indicator, so that the captain may 
at any time keep himself informed as 
to which doors are open and which 
closed. Quick ascertainment of this 
fact is essential to the safety of the 
ship, especially in case of a collision. 

The closing of the bulkhead doors 
is usually inadequately described. In 
the Stone-Lloyd system hydraulic 
power is used, the pressure on the pis- 
tons being derived from water in a 
main which runs the length of the 
vessel. The pressure required is main- 
tained by two Duplex double-acting 
vertical pressure pumps placed in 
the engine room, and which are nor- 
mally both working. The pumps are 
fed from the vessel's main steam sup- 
ply and are each of sufficient capacity 
to close all the bulkhead doors in 
about twenty seconds, when running 
at about forty strokes per minute, 
consequently should either one of the 
pumps be stopped, the other pump is 
still of ample capacity to fulfill the 
above requirements. When the doors 
are not being operated the pumps 
work at about two strokes per minute 
and discharge into a circulating valve 
into the exhaust main, thus allowing 
a constant supply of water through- 
out the entire system without loss 
of pressure. A governor automatically 



regulates the amount of steam passing 
to the pumps. The water has a cer- 
tain amount of glycerine added to it 
so as to form a non-freezing com- 
pound. This also serves as a lubri- 
cant and preservative. If a number 
of the crew should be shut in a com- 
partment, they are able to move the 
controlling handle on either side of 
the bulkhead door to allow one or 
more persons to pass through, the 




The Wheel on the Bridee Operates the 
Rudder Several Hundred Feet Away 

door closing automatically behind ; it 
cannot be left open. A mechanical 
bell is fitted to every door and rings 
automatically as the door closes. An 
arrangement is also provided so that 
the officer on the bridge can see by 
means of an electric indicator the posi- 
tion of each door, whether open or 
closed. 

Boats and Life Belts. — There are 
many minor safety devices on the ship, 
such as life belts with automatic light- 
ing attachments, which become lighted 



154 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



as soon as they strike the water. 
These are kept on the bridge. Devices 
also exist by means of which life belts 
are cast automatically into the water 
by a single turn of the wrist ; after 
they have all been released a light 
flashes up, indicating this to the offi- 
cer. The lookouts are able to keep in 
communication with each other in case 
the cry '"man overboard" is raised. 
The news can be wigwagged from end 
to end ; life belts can be thrown over, 
and a special small boat, which is al- 



boat drills, which take place every 
trip. Every boat is equipped with 
compass, night signals, water and pro- 
visions. Over 90 per cent, of the sea- 
men, engineers and stewards on a ves- 
sel are proficient in the handling of 
boats. In case of the cry "man over- 
board" there is immediately released 
from the bridge a large copper life- 
buoy provided with a calcium carbide 
tank, which, on contact with the 
water, is lighted, so that the location 
of the man overboard, if he reaches 




THE STEERING ENGINE 
Moves the Rudder and is Controlled by the Wheel on the Bridge 



ways kept in readiness, can be lowered 
at once. The apparatus which makes 
for safety is inspected daily and is 
frequently tested. The lifeboats are 
maintained in perfect condition and 
can be launched in an incredibly small 
space of time, particularly where the 
quadrant davits are used. 

It is a mistake to suppose that the 
boats are not to be used because they 
are covered with canvas. This is for 
their protection. They would soon be 
useless if exposed constantly to the ele- 
ments. The crew is very proficient in 



the buoy, can be readily discerned at 
night. 

Fire Precautions. — The greatest 
danger which can arise ivithin the ves- 
sel is, of course, the danger of fire, 
since it might readily cause the loss 
of the ship and thereby also cause the 
loss of many lives and much valuable 
property in the shape of the ship itself 
and her cargo. Where several million 
dollars are involved in the construc- 
tion and equipment of a ship, no 
chances can be taken with fire. The 
introduction of electric light on board 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



155 



ships and the introduction of iron and 
steel construction have greatly de- 
creased the loss by fire, and, strange 
to say, many of the most disastrous 
fires which have occurred in vessels 
have happened when tied up at piers. 
Absolute safety against fire cannot 
be guaranteed. Prevention, however, 
is considered to be particularly valu- 
able in this case. Electric thermostats 
are distributed all over the principal 
parts of the ship and are connected 
with electric fire alarms extending to 
every part of the crew's quarters. By 
means of signals on the bridge a crew 




Closing the Bulkhead Doors in Twenty 
Seconds from the Bridge 

can be called together for the purpose 
of fighting fire without the passengers 
knowing that there is the slightest 
cause for alarm, and a cargo often 
burns for several days without a sin- 
gle passenger knowing that there is 
the slightest trouble. Water and 
steam are the principal agents used 
in quenching fire at sea, but some 
vessels have in addition a device for 
generating carbonic acid gas. Other 
systems call for the use of sulphurous 
acid gas and nitrogen. This gas has 
a great extinguishing power and does 



not decompose until a temperature of 
2000 degrees C. is reached, which rare- 
ly occurs during fires on ships. Every 
vessel carries the ordinary hydrant 
and hose system, with the requisite 
steam and hand pumps, and the steam 
fire extinguishing plant can be called 
into instant requisition. On many 
lines there is a steam distributing 
plant on the bridge, by which live 
steam may be allowed to reach any 
bunker or compartment. On the 
"Lusitania," "Mauretania" and other 
vessels the Rich marine fire extin- 
guishing device is in use. This system 
gained the Scientific American medal 
for life-saving devices, which was 
awarded in 1908. In brief, it consists 
of a square case located on the bridge, 
which serves as a terminal for a num- 




The Hydraulically Closed Bulkhead Doors 
are Closed in Twenty Seconds from the Bridge 

ber of pipes, one running to each 
bunker or compartment of the hold. 
These pipes terminate in flaring 
mouthpieces visible through a glass 
door, or, in some cases, an iron door 
is provided, which can be opened peri- 
odically. An electric fan at the top of 
the case runs continuously, exhausting 
air from the bunkers and helping to 
ventilate them. It can also be ar- 
ranged so that a clock starts this fan 
periodically. It is required on some 
vessels for the officer of the watch to 
inspect the apparatus and start the 
fan going every fifteen minutes. In 
case smoke comes up through any of 
the pipes it is immediately detected, 
the flaring mouthpiece is taken off the 



156 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



pipe, and the hose is attached and live 
steam is run into the compartment. 
This device has been the means of sav- 
ing many ships. There are, of course, 
fire extinguishers and extinguishers 
holding fire extinguishing powder scat- 
tered all over the ship. Another safe- 
ty device against the spreading of fire 
in the ship are the bulkheads, by 
means of which a fire can be limited to 
its original seat. These bulkheads, 
being above the water line and readily 
accessible, are closed by the stewards, 
who are also instructed how to use fire 
buckets and wet blankets. Fire drills 
are incessant, and danger has been 



sufficient, so that passengers are usu- 
ally kept below in the heaviest storms. 
A requisite number of good-sized scup- 
pers in the bulwark allows the water 
to escape from the decks. 

The Compass. — External dangers 
may likewise arise from the lack of 
means of ascertaining the whereabouts 
of the ship on the high seas, especially 
at night or in a fog. For guidance 
the compass is used ; but its reliability 
is easily impaired by the steel hull of 
the ship itself or by any other mass 
of iron. The compass which is actu- 
ally used for navigation is corrected 
by a standard compass wherein means 




GETTING THE BOATS READY TO LAUNCH 



very much minimized by such splendid 
discipline as is in vogue on all of the 
principal lines. Fire bulkheads are 
placed athwartship at certain inter- 
vals above the bulkhead deck. 

Oil for Waves. — An effective means 
of soothing the waves is the treatment 
with oil, which is referred to else- 
where. Bilge keels and large free- 
boards also tend to prevent the roll- 
ing of the vessel. The sides of the 
ship are furnished with permanent 
railings of a height sufficient to pre- 
vent persons standing on the open 
deck from being washed over by a 
wave. There have, however, been 
cases on record where even this was in- 



are provided for doing away with the 
magnetism of the ship itself. 

Nautical Instruments. — Nautical in- 
struments of great accuracy are pro- 
vided, which are referred to elsewhere, 
by means of which the angles at which 
the stars stand above the horizon can 
easily be ascertained, and the position 
of the ship at the time of observation 
be calculated. In the same way the 
direction of the compass is controlled 
by taking, as often as possible, the al- 
titudes of the sun, the moon and the 
stars, and, whenever the opportunity 
arises, bearings of fixed points on the 
coast. The attainment of correct re- 
sults and accurate computation of the 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



157 



time by means of absolutely reliable 
chronometers is, of course, essential. 
Each ship carries in the chart house 
several such chronometers, carefully 
protected, from danger. These chronom- 
eters are nearly always regulated 
and adjusted in astronomical observa- 
tories, and they are accompanied by 
certificates from these institutions. If 
the stars are dimmed by clouds the 
ship can only be steered by aid of the 
compass and by what is known as 
dead reckoning. Two most important 
aids to navigation, which are referred 



ships meeting on the same course, in 
order to avoid a collision, and it goes 
without saying that the navigators 
must have a most accurate knowledge 
of these rules, which are known as 
"Rules of the Road" and which are 
referred to elsewhere. The starboard 
light is green ; the port light is red. It 
is often difficult for laymen to know 
which is the port and which is the 
starboard side of the boat. As you 
face the bow, the starboard is at your 
right, while the port is at your left. 




LAUNCHING THE BOATS 



to elsewhere, are the lead and the log, 
the former serving chiefly for ascertain- 
ing the nature of the bottom in shal- 
low waters, which is an indication of 
the whereabouts of the ship when close 
to the coast, while the latter is used 
for recording the speed of the ship. 
Electric speed indicators have also 
been used successfully. At night all 
ships must carry lights, the color, po- 
sition, etc., of which are regulated ac- 
cording to international agreement. 
Precise international rules also deter- 
mine the manoeuvers necessary for two 



The port light is red, like port wine. 
This will help the memory. 

Ship Lights. — The lights which burn 
in the side lights are connected in 
series with corresponding lamps in a 
controller apparatus provided in the 
wheel house. If for any reason this 
side light stops burning it will be 
noticed by the extinction of the in- 
candescent lamp in the controller ap- 
paratus. A further precautionary 
measure against the unnoticed extinc- 
tion of the side light consists in the 
feature of the incandescent lamps 



158 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



containing two filaments, only one of 
which, however, glows. When this 
filament burns through the lamp is not 
extinguished, but the other carbon 
filament is automatically set aglow. 

Many ships are provided with 
searchlights which are particularly 
valuable in navigating rivers and ship 
canals. The searchlight, however, is 
not as prominent a feature in the mer- 
chant marine as in the navj\ 

The steam whistle for giving warn- 
ings and for course signals is oper 



Fighting Fire with a Fire Helmet in a Trouble- 
some Corner 

ated by a drag line from the bridge. 
The latest steamers have sirens for 
giving fog and other signals, which 
are operated by an electric motor. 
Clocks are often provided whidh blow 
the whistle at regular intervals in the 
fog. 

Pilot Signals — When approaching 
the coast it is customary to raise a 
flag called a pilot flag, which indicates 
that a pilot is desired. These pilot 
flags are of various kinds, and usually 
consist of some modification of the 




international merchant flag. Some of 
them are illustrated elsewhere. At 
night colored fires are used for the 
same purpose and for signalling the ap- 
proach of the steamer to port, in order 
that the news may be transmitted to 
her owners, who may make the neces- 
sary arrangements for tugs, tenders, 
railroad trains, etc. 

Morse Telegraph. — Another signal- 
ling apparatus which is very useful, 
especially in communicating with light- 
ship, shore stations, etc., is an elec- 
tric lamp, which is suspended upon 
the captain's bridge, which is made to 
flash up at certain longer or shorter 




The Fire Helmet with its Air Supply en- 
ables the Crew to Enter a Burning Hold 
and Fight Fire 

intervals by the pressure of a key in 
the chart house, the signals being 
transmitted by the aid of the Morse 
alphabet. 

The Wireless. — The wireless tele- 
graph is perhaps the most valuable ad- 
dition ever made to the science of navi- 
gation after the invention of the com- 
pass. In emergencies, as in the case 
of the ill-fated '"Republic," the serv- 
ices of the wireless are invaluable, and 
the signal "C. Q. D" is world famous 
and is perhaps the most harrowing 
signal that was ever sent into space 
to be picked up by the antennae of the 
wireless of a passing ship or the masts 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



159 



of a shore station or lightship. The 
wireless serves not only to transmit 
the commercial messages of passen- 
gers and news of the world, but cap- 
tains talk to each other constantly 
about the weather conditions, which 
often enables them to steer another 
course,* getting away from a storm. 
The system has already been described 
under "Telegraphs." 

Fog Signals. — More difficult and 
dangerous becomes the navigation of a 
ship at times when there is a dense 
fog, since then obstacles are not visi- 
ble until it is too late, and a collision 
or stranding is unavoidable. In foggy 



ships are directed. Lights fail in a 
fog, so that the *best expedient is 
acoustic signals. However, owing to 
adverse winds and a difference in the 
thickness of the fog, it is often very 
difficult and frequently impossible to 
even approximately estimate the direc- 
tion and distance whence the sounds 
are coming or to hear them at all. 

Submarine Bell. — In this respect, a 
great improvement was brought about 
a few years ago by the submarine sig- 
nal apparatus, which was the inven- 
tion of two Americans, Mr. Mundy 
and Professor Elisha Gray. In brief, 
it consists of a submarine bell, which 




CLOSING A FIRE BULKHEAD ABOVE THE WATERLINE 
Stewards are Drilled to use Fire Pails and Wet Blankets 



weather speed is reduced and the siren 
blows continuously, and in case of 
very dense fogs near the coast anchor 
is sometimes cast until the fogs lift. 
The siren, which uses steam from the 
boiler, consists of a rotating disk, 
through which the steam is allowed to 
penetrate. The siren can be blown 
electrically from the bridge, or manu- 
ally from the same place. In practice 
on the best ships a clock blows the 
whistle once every minute, the blast 
lasting for several seconds. There is 
very little sleep possible on board when 
the siren is blowing. As fogs occur 
most frequently near the coast, spe- 
cial means are provided by which the 



is attached to shore stations and light- 
ships, buoys, etc. The ships them- 
selves carry no submarine bells, as 
they would not be able to transmit 
signals owing to their moving through 
the water. They have, however, a re- 
ceiving apparatus, which is installed 
within the hull at the bows, whence 
the bell signals are transmitted by 
wires to the telephones in the chart 
house. A receiver is placed at each 
side of the ship inside of the plating 
between the keel and the water line, 
and by this means it is possible to de- 
termine with absolute certainty, as is 
proved by experience, whether the 
lightship is at the port or starboard 



160 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



side. It should be remembered that 
sound carries about four and one-half 
times quicker in water than in air, 
and that signals of this nature can 
be distinguished at a distance of four 
or five miles, and sometimes even at 
greater distances, s'o that ships fitted 
with this apparatus are capable of 
keeping to the course directed by the 
signals, even in the densest fog. Else- 
where will be found a complete list of 
all of the shore stations, lightships, 
tenders, etc., which are equipped with 
this apparatus and the signals there- 
for. 




The Rich Fire Detector Gained the Scien- 
tific American Medal for Safety Devices 

Lighthouses, Charts and Other Aids 
to Navigation. — Skippers cannot bring 
their ships safely into a harbor when 
the fairway is unknown to them and 
they are not sufficiently acquainted 
with its peculiarities. They also re- 
quire assistance even if they can clear- 
ly see the fairway they have to fol- 
low. The water to be crossed in front 
of them is expansive, yet there are 
frequently obstacles concealed therein 
which may prove disastrous to the ves- 
sel. This is more apt to be the case 
along the coast or on a river than on 
the high seas. Moreover, where a lim- 
ited fairway is provided, there are 
rocks and sandbanks to be encoun- 
tered. With the aid of hydrographic 
charts, which are made on the basis 
of a careful hydrographic survey, and 
give the captain an approximate idea 



of the depth of water which he has 
under his keel, and further with the 
aid of frequent soundings, as well as 
frequent astronomical observations, it 
is comparatively easy for the mariner 
to cross the ocean. It is only when a 
vessel is compelled to steer near the 
shore or along the river bed that 
navigation becomes difficult. The wide 
expanse of water is often very de- 
ceptive and the conditions of the chan- 
nel are frequently such that it is im- 
possible to bring vessels safe and 
sound to their destination without as- 
sistance. By an extensive illumina- 
tion of the coast by lighthouses, light- 
ships, and by the aid of whistling 
buoys and bell-buoys, and by an exact 
indication of the width of the channel 
by means of buoys and beacons, the 
difficulties of navigation along the coast 
and on the rivers have been reduced to 
a minimum. The landmarks are of 
great importance for coasting pur- 
poses. A distinction is made between 
"day marks" and "night marks ;" con- 
spicuous points, such as church tow- 
ers, steeples, groups of houses, etc., 
may serve as landmarks, but on a low 
coast beacons, high, tower-like frames 
of wood which are of such a shape 
and so conspicuous as to be seen from 
a great distance, are of much value, 
as are also the lighthouses and light- 
ships, which are accurately illustrated 
on the chart and which serve their 
purpose both as day marks and night 
marks. The charts of navigators are 
complicated for the layman, but the 
plans and illustrations given elsewhere 
are not intended in any sense to be of 
value to the navigator, but will give an 
idea to the layman of the location of 
lighthouses, etc. We have already re- 
ferred to the submarine bell, which 
forms a part of the equipment of many 
lighthouses. 

The best of arrangements on board 
are of avail only in the hands of a 
well-disciplined staff of officers and 
crew, and if the ship is commanded by 
an energetic captain who is aware of 
his great responsibility. On many ves- 
sels the captain belongs to the naval 
reserve of his country, and in time of 
war he would. render valuable services. 
One English line and a German line 
maintain schoolships for the education 
of sailors for their services. 

Equipment for Health and Comfort. 
— One of the drawbacks of sitting on 
the deck is that there is apt to be a 
strong wind, which brings more or less 
spray aboard. Now, however, many 
vessels are equipped with wind shel- 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



161 



ters on their promenade decks. Until 
the introduction of this device there 
were but few sheltered corners avail- 
able on deck into which the passengers 
could retire on windy days. These 
were such corners as were accident- 
ally formed by the projections of the 
' walls or 1 the superstructures, but there 
were not nearly enough of tnem to af- 
ford shelter to the many passengers 
who wished to stay on deck. More- 
over, such sheltered spots are usually 
engaged by experienced travelers im- 
mediately on sailing, or even before. 
On fine clays passengers can sit on 
deck quite pleasantly, but on windy or 
rainy days all those who are not in 
the happy possession of a sheltered 
nook crowd over to the sheltered or 
leeward side, for even the canvas cov- 
ers that are laid down at the railings 
give but insufficient protection. The 
new wind shelters, which have been re- 
ferred to, are very simple and consist 
of partitions attached in a very in- 
genious way to the roof over- the prom- 
enade deck. These are adapted to 
fasten with bolts to the deck. These 
partitions are made of wood or wooden 
frames lined with canvas. The can- 
vas partitions are usually fastened by 
means of ropes and metal rings or 
cleats. In warm weather in the trop- 
ics the upper panels are removed to 
provide a good ventilation without 
draughts. 

The Ventilation of Ships. — The ven- 
tilation of ships presents a number 
of difficulties which are not encoun- 
tered in designing plants for build- 
ings. This is partly due to the very 
confined space available for the ven- 
tilating apparatus, and partly to the 
motion of the ship, which in rough 
weather exposes the machinery and 
duct-work to heavy strains. With a 
land installation it is always advan- 
tageous to centralize the plant as far 
as possible, but in marine work this 
is not at all desirable, because a single 
ventilating plant on board ship would 
mean an exceedingly complex system 
of piping, involving the use of large 
mains, which would occupy far too 
much valuable Space ; consequently, it 
is general practice to install small 
units, each of which takes care of a 
certain portion of the vessel. This ar- 
rangement applies more particularly 
to large vessels taking long voyages. 
For small vessels, however, a central 
ventilating plant is frequently used. 
The fans are usually driven by elec- 
tricity, and do away entirely with the 
odors of the .ship, which were so 



prominent in vessels of fifteen or 
twenty years ago. So perfect has the 
ventilation of ships become that cat- 
tle may be carried on vessels which 
are properly equipped without the 
slightest inconvenience to the passen- 
gers. 

Hygiene on the Ship. — The mod- 
ern passenger steamship is a hygienic 
wonder. The ventilation, the water 
supply, are all that could be de- 
sired and, owing to a new inven- 
tion, the cabins on the promenade 
decks, which have large windows, can 
be opened at any time, and even the 
cabins on the lower decks have win- 
dows which, in the event of a heavy 




The Ship's Lights— Port (Red), Starboard 
(Green) 

sea, permit the cabins to be supplied 
with external air without running the 
risk of shipping water. A cork float 
obstructs the path of the incoming 
wave and renders the passage accessi- 
ble to the air again after the outflow 
of the water. The inside cabins on 
most vessels obtain the daylight partly 
from windows of the upper decks. The 
cabins are also supplied in many cases 
with electric fans, especially on those 
vessels which are going to the tropics 
or the Mediterranean, so that a most 
refreshing breeze can be produced at 
will. In many cases the upper berths 



162 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



can be folded up out of the way, giv- 
ing a more spacious looking stateroom. 
There are also a large number of baths 
available for the use of passengers, 
with hot and cold fresh water and hot 
and cold sea water. The baths are re- 
ferred to elsewhere in this book. The 
rich passenger may indulge in _ the 
luxury of having his own bath adjoin- 
ing the cabin if he is willing to pay 
the rather high price which is demand- 
ed for such luxurious accommodations. 
On one vessel there is an entire deck 
where every stateroom has a private 
bath. There are 85 such rooms on 
this deck. The dining saloon is now so 
well ventilated that the smell of cook- 
ing is no longer perceptible. The ter- 
rible smell of coffee being digested in 
the percolators, which was so prevalent 




Calling the Crew to Quarters. The Clock 
Blows the Siren in a Fog 

on vessels fifteen or twenty years ago, 
has been entirely done away with. 
This penetrating odor was the last 
straw to the semi-seasick passenger. 

Cabin passengers who are ill re- 
ceive treatment in their own cabins. 
If contagious diseases are suspected, 
the passenger can be isolated and 
treated in the ship's hospital or spe- 
cially equipped rooms, so that any dan- 
ger of infection is immediately pre- 
vented. Cabins in which patients have 
been ill are immediately disinfected on 
the arrival of the vessel at the next 
port, formalin being usually used for 
the purpose. The steerage passengers 



are accommodated in the steerage part 
of the vessel and especial hygienic 
means are provided for their protec- 
tion, as a considerable number of them 
are berthed in one compartment. The 
sanitary arrangements in the steerage 
are all that could be desired, and supe- 
rior to those of many hotels which are 
nearly first class. The rooms in the 
steerage are admirably ventilated, the 
foul air being drawn out through 
pipes having an intake in each com- 
partment. By separating the air sup- 
ply channels from the air outlet chan- 
nels a draught is prevented, which was 
formerly a nuisance to the steerage 
passengers so that they stopped up the 
ventilating channels with all kinds of 
clothing. All the rooms in the 'tween 
decks are heated with steam. The 
food, even of the steerage passengers, 
is very substantial, as will be seen 
from a study of the bill of fare which 
is given under the section devoted to 
the culinary department. Pasteurized 
milk is distributed several times daily 
for the use of infants. Before the 
steerage passengers come on board 
they must be passed by the doctor. 
Passengers with contagious and sus- 
pected diseases are rejected, also 
chronic invalids and lunatics, unless 
they are being deported by the proper 
authorities. The large steamship lines 
maintain special inspectors at various 
points in Europe, in order that the 
passengers may be vaccinated and 
otherwise inspected. The doctor goes 
twice a day through all the compart- 
ments on board and examines every 
passenger. If wind and weather per- 
mit, the passenger must come on deck 
and pass the doctor. They are left 
above for some time in the fresh air 
while the rooms in the 'tween decks 
are being thoroughly cleaned and dis- 
infected. Every fever patient is im- 
mediately transferred to the hospital. 
Hospitals are provided according to 
the number of passengers ; there are 
separate hospitals for men and women, 
as well as for infectious diseases. They 
are kept apart from the other rooms 
in the 'tween decks and are frequently 
situated in the middle of the vessel. 
Doors with double hinges make the en- 
trance to the hospital wider, so that, 
patients can be easily carried in and 
out. The hospitals have all the mod- 
ern sanitary appliances of a hospital 
on land. There are two, three or four 
beds with wire mattresses. An oper- 
ating room is also provided, and major 
operations are not infrequently per- 
formed while the great steamers are 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



163 



rushing through the water at the high- 
est possible speed. In fact, several 
cases of appendicitis are on record 
where the vessel was not even slowed 
down during the period of the opera- 
tion, as it was found that there was 
less motion when the great boat was 
forcing its way through the water at 
a 23-knot clip. 

It has always been a difficult task 
to properly accommodate the crew on 
a vessel, the number of which on ex- 
press steamers reaches (350 to 700. The 
men are separated according to their 
occupations and are accommodated 
close to where they have to do their 
work. The deck crew are berthed in 
the fore part of the vessel'; stewards 
and the kitchen personnel below or 
close to the first and second cabins, 
each with their own bathrooms ; the 
stokers and coal trimmers have accom- 
modations close to the engine. In 
order "that the latter rooms will not 
be affected by the heat of the stoke- 
rooms they are insulated with "Kiesel- 
guhr" cork or asbestos, which is then 
covered with a thin coating of iron. 
Several of the stokers are accommo- 
dated in one room, but the ventilation 
is effective and ample, yielding a suffi- 
cient supply of fresh air. The stok- 
ers also have their own dining room. 
Ample bath accommodations are nec- 
essary after the fierce heat of the 
stokehole or the grime of the bunkers. 
The modern vessels are equipped with 
means whereby fresh air is forced 
through ventilators into the stokeholes 
and directly* to the place where the 
stokers are standing. The large coal 
bunkers are also provided ith ventil- 
ating machinery. Fresh air is con- 
veyed downward into all of the bunk- 
ers through ventilator heads or swans' 
necks, which are fixed on the top deck. 
In consequence of these ventilating ap- 
pliances, the cases of heatstroke have 
been reduced to a minimum. Cases of 
heatstroke in the stokerooms occur 
chiefly in the Red Sea, Indian Ocean 
and in the vicinity of the Gulf Stream 
when the natural ventilation fails to 
act, as when the vessels are going with 
the wind. It should be remembered 
that those who suffer from heatstrokp 
are usually green stokers and coal- 
passers who have not been hardened 
to the severe work of the sea. The 
food for the crew is similar to that 
given to the steerage passengers, ex- 
cept that it is more ample, according 
to the hard work to be performed. The 
crew on tlie large steamers have their 
own hospital. The kitchens are chiefly 



on the main deck, and the ventilation 
therein is so good that the smell of 
the cooking is entirely done away 
with. A doctor on board dispenses the 
medicines himself, and an ample sup- 
ply of drugs is at his disposal. A spe- 
cial room is provided as a dispensary. 
The greatest possible care is taken at 
the end of each voyage to fill up the 
stock which has been depleted. 

On nearly all steamships filtering 
plants enable all of the water to be fil- 
tered before usinsr, even for washing 
purposes. 

EQUIPMENT OF THE VESSEL 

Imnortant progress in steam naviga- 
tion dates from the time when owners 
of merchant vessels resolved to follow 
the practice of the Navy in dividing the 




Listening to the Submarine Bell of a Fog- 
Eclipsed Lightship 



engine power and providing their ves- 
sels with twin screws. This not only 
involved greater facilities in nianopu- 
vering, but also created greater safety. 
If a vessel even met with the loss of 
one of its propellers it was not com- 
pletely helpless. Besides, the arrange- 
ments for the comfort of the passen- 
gers could be much improved. The 
first cost of this arrangement is nec- 
essarily somewhat high, but the safety 



164 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



of the passengers and ships is the 
first consideration, so that twin-screw 
engines are now the rule for all mod- 
ern passenger ships except where tur- 
bines or a combination of turbines and 
reciprocating engines is used. 

For express steamers the main con- 
sideration is that their voyages, even 
in bad weather, should be of practi- 
cally uniform duration, as a punctual 
arrival guarantees correct landing and 
discharge of passengers and mail, and 
it is remarkable with what exactitude 
arrivals can be predicted at various 
seasons of the year. 

Auxiliary Engines. — The modern 
ocean-going steamer presents a tremen- 
dously complicated organism, the boiler 
plant of which may be compared to 
the lungs and the restlessly working 
engines to the heart of the human 
body. In addition to the propelling 
mechanism which moves the gigantic 




The Cylindrical Case contains the Microphone 
which indicates Bell Sounds on the Bridge 

hull through the water by means of 
the propellers, there is a large number 
of devices designed to insure the per- 
fect working of the main engines, or to 
check the force of the unfettered ele- 
ments. Besides the auxiliary engines, 
which secure the smooth operation of 
the main engine plant, there is needed 
a variety of special devices, by the aid 
of which the vessel is forced to keep 
the course prescribed, and others are 
necessary to supply the inhabitants of 
the ship with everything that may be 
conducive to their safety and com- 
fort. A modern express steamer, for 
example, let ns say, a vessel of 20,000 
tons and 45-000 horsepower, is 
equipped with 126 steam cylinders, of 
which 16 belong to the engine-driv- 
ing plant, whereas the rest are re- 
quired for the operation of auxiliary 



engines. Powerful pumping engines 
are needed to effect the circulation of 
water and steam between the boilers 
and the engines, and to these are 
added engines to put the water in such 
a condition as to require as little coal 
as possible for its evaporation, and to 
guarantee a minimum of wear and tear 
on boilers and engines. After the 
steam has done its work in the engine 
and has been converted into its origi- 
nal element in the condenser, it is con- 
ducted to a large tank, from which the 
feed pumps in their turn lead it back 
to the boilers, after it has previously 
passed through one or two filters or 
oil separators, to be cleared from oily 
substances, and has been given a 
higher temperature in special feed- 





Thc 



Submarine Bell Sounds from Light- 
houses, Lightships and Tenders 



water heaters, in order to save coal 
in the process of its re-evaporation. 
The air pumps and the boiler feed 
pumps, which were formerly operated 
by the main engine, have developed in 
large steamers into powerful steam 
pump plants and work quite independ- 
ently of the main engines. The same 
may be said of the condensing water 
pumps, which pump the cooling water 
through the condenser ; they are usu- 
ally of the centrifugal type and are 
likewise operated by engines of their 
own. Since the water in its circular 
course between the boilers and the en- 
gine necessarily loses in quantity, salt 
water evaporators are provided, in 
which the salt water is distilled into 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



165 



fresh water, for even a partial use of 
salt water would have an injurious 
effect on the steel boilers. An exces- 
sive quantity of air in the feed water, 
which is likewise detrimental to the 
boilers, is exhausted by special air- 
discharging devices attached to the 
feed-water heaters. 

Reversing Engine. — The most impor- 
tant auxiliary engine for the operation 
of the main engine is the reversing 
gear, which enables the engineer to 
quickly and safely effect a change from 
a forward to a retrograde motion by 
the turn of a hand wheel. This is a 
feature which is of the utmost impor- 
tance in the handling of the ship and 
on which the safety even of the ship 
may possibly depend. 

Ashes. — The considerable quantities 
of ashes from the fires are removed 
by a special device, which hoists the 
ashes' and blows them out to sea 
through a special system of pipes. The 
old ash hoist with its terrible din is 
now a thing of the past, except when 
ashes have to be removed in port. 
Large steam donkey engines are also 
employed for the opening and closing 
of the stop valves that admit the 
steam from the boiler to the engine. 

Governors. — In a heavy sea, when 
the ship rolls and pitches and the 
screws are frequently lifted out of the 
water, the engines are apt to race ; 
that is to say, the number of revolu- 
tions is increased, whereby fractures 
of parts of the engines may be caused. 
The governors cut off the steam from 
the engine by closing the throttle 
valve. In large engine plants the 
throttle valve also is manoeuvered by 
donkey engines. 

Turning Engines. — In order to be 
able to execute repairs on the main en- 
gine it sometimes becomes necessary 
to slowly turn the same, and as this 
can be clone by hand power only in the 
case of small engines steam-driven 
turning gear is resorted to. In large 
steamers there is, moreover, a travel- 
ing crane, usually driven by electric- 
ity, which commands the entire length 
of the engine room, and is able to lift 
and move the numerous weights and 
covers, pistons, etc., as if they were 
feathers. 

Repair Shop. — All large steamers 
have a repair shop equipped with elec- 
trically driven machine tools, enabling 
all minor repairs to be made with des- 
patch. 

Steering Gear. — The steam steering 
gear is a most important auxiliary 
machine for the mancenvering of the 



ship and has been referred to else- 
where. 

Bilge Pumps, Winches and Capstans. 
- — Owing to the improved construction 
of ships in which the hull is divided 
into a number of separate watertight 
compartments, the danger of accidents 
through the admission of water into 
the ship has been very considerably 
diminished, and to-day compartments 
can be emptied with the aid of special 
bilge pumps. The bulkhead doors have 
also been referred to elsewhere. For 
the -handling of freight and coal, for 
the swinging of the boats in and out, 
there are freight winches, coal 
winches, deck cranes and boat hoists 
of various types, which are operated 
by steam or electricity. The capstans 
have likewise developed into large en- 
gine plants. Some idea of the work 
which they have to perform may be 
gained when it is stated that the 
weight of a single link of the largest 




Life Rafts are stored on the Center of the Boat 
Deck which carries the Life Boats 



size of an anchor chain is 450 pounds 
and the anchor itself may weigh up 
to 10 tons. 

Electricity. — The electric current re- 
quired for illuminating and minor 
power purposes is generated, on large 
steamers, by a plant which would in 
many cases be able to furnish elec- 
tricity for a whole city. The distribu- 
tion of the current is made at the 
switchboard, and every safety device 
known to the electrical engineer is 
provided. There are, in addition, elec- 
tric bells and telephones. Electric 
heating is gaining favor every day for 
steamships, but passengers should re- 
member that electrical heat is very in- 



166 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 




and staterooms the impure air is ex- 
hausted and fresh air is admitted by 
electrical fan ventilators and by nat- 
ural ventilation through air pipes. 
Cold Storage. — With the growing 
shortness of the voyage and the 
increased demands of fastidious 
passengers in regard to the cater- 
ing, requirements in the way of 
facilities for the storage of provi- 
sions have, of course, kept pace. 
There are provided on board 
modern passenger steamers a large 
number of storerooms of various 
,k i n d s for the 
storage of meat, 
poultry, fish, 
vegetables,fruit, 
beer, etc., each 
room requiring 
a special tem- 
perature. To 
these store- 
rooms are added 
ice-chests in the 
pantries. The 
e s s a 



sidious, and great care 
should be taken that 
no articles of clothing, 
rugs, etc., be left on 
the radiators. 

Heating. — Steam 
heating varies on different 
ships, but it is safe to say 
that all these steamers 
are comfortable and that 
a passenger will be kept 
perfectly warm at all 
times of the year. 

Ventilation. — The ven- 
tilation of the ship has 
come in for the greatest 
possible attention, partic- 
ularly as regards the 
staterooms, which are 
supplied with fresh air 
regardless of the weather. 
The engine and boiler 
rooms are ventilated with 
air by electrically driven 
centrifugal ventilators, 
besides the ordinary air 
pipes, while in the salons 




"Wigwagging" Signal for Man Overboard. — Releasing the Automatic Life Rings from the 
Bridge. — Sailors Throwing Over a Life Ring under the Direction of an Officer 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



167 



low temperature is created by special 
refrigerating plants. 

Kitchens. — Machine power is play- 
ing a very important part in the whole 
of the culinary department of the mod- 
ern steamship. In the kitchen high- 
tension steam is exclusively used for 
the cooking of nearly everything. All 
kinds of electrically driven machines 
perform their work most economically 
and in a tenth of the time required by 
manual labor. 

Gymnasiums. — In order to provide 
physical exercise for the passengers, 
to counterbalance the effects of a good 
cuisine and idleness, the latest passen- 
ger steamers are equipped with gym- 
nasiums containing the most compli- 
cated medico-mechanical apparatus. 

Printing Office. — The printing office 
has electrically operated printing 




The Lonesome Bell Buoy is Heard on Every 
Coast 

presses for printing the bills of fare, 
programs, and sometimes the daily 
paper which is issued on many steam- 
ers, thanks to the wireless telegraph. 
Without exaggeration, the modern 
ocean-going passenger steamer may 
therefore be said to combine all of the 
achievements of technical science 
which are in their final purpose al- 
ways employed with a view of provid- 
ing for the safety, well-being and com- 
fort of the traveling public. 

Many a brain worker finds mountain 
climbing a wonderful stimulus, and it is not 
easy work, requiring a level head and steady 
nerve, but each year the number of alpinists 
is heavily increased and many well known 
Americans are among those that each year 
take walks up a mountain for exercise. 



THE WORK OF THE SHIP. 

Of all the works of men's hands 
and brains few things are quite so 
impressive and fascinating as a ship. 
It seems so impossible that any fabric 
put together by man could possibly 
endure the great force of ocean waves, 
still less make its way unerringly 
across them to a purposed destination. 
The word "steamship" really stands 
for two distinct and separable things, 
a steam engine, or engines, and a ship 
to carry them. An admirable book is 
"The Boys' Book of Steamships," by 
J. R. Howden, which is published in 
London by E. Grant Richards. This 
title is really a misnomer, and we 
should be tempted to call it "Every- 
body's Book of Steamships," as it is 
filled with the most accurate informa- 
tion, from which we glean some of the 
following interesting particulars : 

The ship's company of a great pas- 
senger steamer divides, itself into three 
sections, which we may call the deck, 
or navigation, the engine-room, and 
the personal departments. The deck 
department comes first by right of pre- 
scription as well as by the fact that 
its head, the captain of the ship, has 
a very important position in the eyes 
of the law as the ruler over his little 
kingdom. But increasing responsibili- 
ty seems to be thrown upon the en- 
gine-room, and the captain is indeed 
powerless if the engine-room reports a 
serious breakdown. The captain is re- 
sponsible for everything which con- 
cerns the navigation of the ship as he 
moves her from port to port. To his 
absolute and unfettered judgment is 
committed every detail of her han- 
dling, whether in calm or storm, in 
foggy weather or clear. From his 
post on the lofty navigating bridge he 
has every detail of the management of 
the ship under his control. In the 
large liners he is in both telegraphic 
and telephonic communication with 
not only the engine-room, but with the 
officers stationed at the great anchor 
or warping capstans both fore and aft, 
The ship is always taken into or out 
of port by the captain himself, of 
course with the aid of ai pilot. On such 
occasions the bow is in charge of the 
first officer, who executes the orders 
telegraphed from the bridge as to get- 
ting up or dropping the anchor, han- 
dling the warps used for mooring or 
hauling off, and other similar work. 
The after portion of the vessel is 
under the care of the second officer, 
who has charge of the operations in 



168 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



that quarter. Another officer sees to 
the carrying out of orders given to the 
quartermaster at the wheel, another 
attends to the engine-room telegraph, 
another to the bow and stern tele- 
graphs, and so on. Everything is 
planned beforehand ; nothing is left to 
chance. All is carried out in absolute 
stillness. This triumph of the ship's 
handling is indeed the triumph of or- 
ganization. The man who goes up to 
his vessel's bridge and quietly takes 
into his hands over ten million dol- 
lars' worth of property, and the lives 
of about three thousand of his fellow- 
creatures, must be indeed a man of no 



tie adjustments and correspondences 
which make a safe voyage go wrong, 
then it is that the captain shines in 
his true colors, giving himself without 
stint for the safety of his ship and 
passengers. As these lines are written 
the cable has brought word that a fire 
was discovered on the "Celtic" in mid- 
ocean on December 22, and the cap- 
tain did not let the passengers know 
about it, and, as the flames were not 
visible, all on board were in entire ig- 
norance of their danger. In fair 
weather the genial captain of the "Cel- 
tic" spends much of his time with the 
passengers, but in an emergency like 




Twenty-two Trains of Thirty Trucks, Each Truck Containing Ten Tons, are necessary to Carry 
the Coal Required for One Trip Between Liverpool and New York of a Giant Ocean Liner 



ordinary sort. Upon him in the last 
resort all carefully laid plans must 
hinge. To him the helpless multitudes 
clustering on the superimposed decks 
must look for protection. His mental 
processes may mean a question, of life 
and death to them. 

On an ordinary trip, such as a trav- 
eler usually enjoys, these things are 
all forgotten, and the "skipper" is 
little more than a pleasant host to the 
saloon passengers, who vie with them- 
selves in obtaining introductions which 
will allow them to sit at the captain's 
table ; but let one of the hundred lit- 



this he at once ordered that the hatch- 
es be closed and sealed : efforts were 
made to locate the fire, but the mat- 
ter was carefully guarded from the 
passengers, whose passage was not 
made less pleasant by the anxiety of 
the crew. Above decks there was no 
evidence of anything unusual, not- 
withstanding the fact that the fire was 
burning steadily below. 

In times of fog or storm the cap- 
tain's care is unceasing ; for days and 
nights together he stands on the bridge, 
taking no rest, and only snatching his 
food as he watches, this being brought 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



169 



to him in a covered box, as he cannot 
leave the bridge. The romance of the 
sailing-ship was one thing, but the ro- 
mance of the steamer is quite as much. 
To have under one's care and con- 
trol a vessel 600 or 700 feet long, 
crashing into the teeth of a blinding 
Atlantic gale, covering three times her 
own length every minute, demands as 
much courage and resource as was 
needed by the captain of the old sail- 
ing packet. The other officers are cap- 
tains in embryo, and all will in time 
arrive at that position if they have 
success. 

As soon as the harbor "stand-by" is 
finished, half of the deck department 
remains on duty while the other goes 
off. The two halves are called re- 
spectively the port and starboard 
watches. The day is thus divided : 

Midnight to 4 a. m. — middle watch 
4 a. m. to 8 a. m. — morning watch 
8 a. m. to noon — forenoon watch 
noon to 4 p. m. — afternoon watch 
4 p. m. to 6 p. m. — first dog watch 
6 p. m. to 8 p. m. — second dog watch 
8 p. m. to midnight — first watch. 

The number of men grouped in these 
watches varies with the ship. The 
liner of to-day can carry comparative- 
ly few men in a deck department. 
The following is a list of the officers 
in the navigating department on board 
the "Mauretania" : 

Captain 1 

Officers 8 

Quartermasters 8 

Boatswains 3 

Carpenters 3 

Lamp-trimmer and yeoman 2 

Masters-at-arms 2 

Marconi telegraphists 2 

Seamen 40 

69 

To the quartermasters is entrusted 
the steering of the ship. This is ac- 
complished by the steam steering-gear, 
which is arranged so that a small 
steering wheel in the wheel-room on 
the bridge admits sufficient steam to 
the steering engine to cause it to turn 
the tiller the required distance in the 
required direction. The tiller head in 
large ships consists of a heavy steel 
quadrant with a toothed edge, with 
which the steering engine engages by 
means of a bevel gear. The steer- 
ing engine itself is usually in dupli- 
cate, one engine being worked on one 
trip, and its fellow on the next, so 
that either is available in turn as a 



reserve engine. The tiller quadrant is 
connected with the rudder head by 
means of an arrangement of coiled 
springs, which take up the shock of a 
heavy sea striking the rudder and pre- 
vent the force of the blow from being 
transmitted to the engine. In case 
of an entire breakdown hand wheels 
are provided, which can be worked 
manually by four men. 

It is the lamp-trimmer's duty to see 
that the oil lamps, which are still 
sometimes used for the ship's lights, 
are trimmed, cleaned and filled. Four 
of the most able-bodied and experi- 
enced seamen are appointed to the po- 
sition of "lookout." Two of these are 
constantly on duty in the little crow's 
nest perched high upon the foremast 
within hailing distance of the bridge. 
The ascent to the crow's nest is usual- 
ly up an iron ladder within the mast 
itself. 

The deck department's duties in- 
clude everything connected with the 
keeping of the deck and its gear tidy 
and clean. As soon as the vessel 
leaves port the litter and lumber is 
cleared up, the decks are washed with 
sand and water and are rubbed with 
"holystones." Every morning the 
earliest sound to reach the ears of 
the sleeper is the noise of the brooms 
and water on deck. The smallest dis- 
coloration on the paint is at once no- 
ticed and the spot is promptly painted 
over. It is only by such minute pre- 
cision that depreciation is decreased. 
One of the first duties on leaving port 
is the preparation of a couple of small- 
er lifeboats, one on either side of the 
ship, so that they may be ready to 
render instant succor if the terrible 
cry of "man overboard" is raised. For 
this purpose they are swung outward 
on their davits, and are lashed to pad- 
ded poles secured to the davits to pre- 
serve them from any injury due to the 
rolling of the ship. They are equipped 
with oars, mast, sails, baler, water 
breaker, and other necessaries ; thole 
pins and rudder are secured in their 
places, and the falls, by which the 
boats would be lowered into the water, 
carefully oiled so that a single turn of 
the wrist will cause life rings to drop 
into the water on either side, both fore 
and aft, and a warning light indi- 
cates to the officer in charge when they 
have all left the vessel. Wig-wag sig- 
nals are also used in case of an emer- 
gency of this kind, to locate the sup- 
posed person in peril. The derricks 
are then unshipped and laid carefully 
to rest on the crutches provided, and 



170 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



all the miscellaneous gear with which 
the modern vessel of large carrying 
capacity is encumbered has to be safe- 
ly stored away. On most of the mod- 
ern ships electrical installation has 
been provided to run the engines. The 
deck department includes all signal- 
ing arrangements. The flag signaling 
is most in use ; the flags spell out mes- 
sages according to the international 
code. The signals are read with the 
aid of a glass. The distance at which 
such messages are readable is com- 
paratively short, but of course in a 
fog, thick squall, or windless calm, 



important, although they are limited 
in range. They consist principally of 
general warnings, such as when a ves- 
sel is about to loose from a dock, etc., 
also in foggy weather when a long- 
blast on the siren at regular intervals 
makes night and day hideous. The 
fog siren is very often blown with the 
aid of a clock which controls its mech- 
anism, as shown in one of our en- 
gravings. Another use is in narrow 
waters when vessels are meeting, 
crossing or overtaking one another. In 
these cases whistle signals may be 
used as follows : 




THE PERSONNEL OF A SHIP LIKE THE "MAURETANIA' 



they are useless. One of the plates in 
this volume gives all the flags used, 
and on another page will be found full 
information regarding the signals. 

Besides these flag signals, there are 
sound signals, some of which are also 
visible, such as a gun fired at inter- 
vals, rockets, flares, blue lights, and 
other pyrotechnic displays. Each line 
has special signal lights which are 
largely used for calling pilots. A gun 
fired every minute, rockets, flares and 
shells fired one at a time, are all sig- 
nals of distress. The signals given by 
means of the steamer's siren are also 



One short blast to mean / am di- 
recting my course to starboard. 

Two short blasts to mean / am di- 
recting my course to port. 

Three short blasts to mean / am 
going full speed astern. 
The rules of the road at sea are sim- 
ple ; all steamers must keep out of the 
way of sailing vessels, and all those 
meeting end on keep to the right. The 
most fertile cause of collision is when 
steamers are crossing one another's 
track. The rule for steamers crossing 
one another is that the one which has 
the other on i its right hand, or star- 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



171 



board side, must keep out of the way. 
Of course, no rules are of avail when 
the weather is so thick that ships can- 
not see one another in time, and the 
more slowly the ship is going, the 
more slowly will she answer her helm. 
The care of all the steam whistles is 
under the control of the officer of the 
watch, who also, unless the captain be 
present, superintends the making of 
all the other signals. These signals 
are actually made, in most ships, by 
the quartermasters, upon whom also 
devolve the raising and lowering of 
house flags and ensigns. 

The wireless telegraph, which is re- 
ferred to in extenso elsewhere, is the 
most valuable aid to navigation since 



a couple of years ago, when the wire- 
less fell to the deck. In the midst of 
a terrible storm practically all work 
was suspended on the decks until the 
sailors had succeeded in rigging the 
'"aerials" and we were once more in 
communication with Cape Sable. The 
installation is not only used as an 
aid to navigation, but commercial mes- 
sages are received from passengers as 
well. A chart is exhibited, usually in 
the compamonway, intimating with 
what passing vessels communications 
are being maintained. Some ves- 
sels carry a post-office staff of mail 
sorters, who sort up the mail during 
the trip, so that as soon as it is land- 
ed it mav be scattered at once to its 




THE PASSENGERS OF A SHIP LIKE THE "MAURETANIA" 



the invention of the compass. It is 
to be hoped that before long every 
ocean-going steamer will be equipped 
with this very valuable modern inven- 
tion. Perched away in some lofty cor- 
ner of the deck is the wireless opera- 
tor's house, and from it run the wires 
which connect to the "aerials," which 
are stretched from mast to mast. Con- 
stant messages as to the weather, post- 
ed in the companionways, sent by 
other ships or from the land, beget the 
greatest possible confidence in the safe- 
ty of ocean travel. The writer of 
this book will never forget the conster- 
nation which was caused on a voyage 



various destinations without going to 
a land office. 

Turning now from the deck to the 
engine-room, we find that on the 
"Mauretania" the complement for 
navigating purposes is as follows : 

Engineers 33 

Refrigerating engineers 3 

Firemen 204 

Trimmers 120 

Greasers 33 

303 

The duties of the engineers' depart- 
ment are legion. Besides the main 
engines, or turbines, as the case may 



172 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



be, with their accompanying equip- 
ment of pumps, air, hot well, feed 
water, etc., there is a vast installa- 
tion of auxiliary machinery. There 
are dynamos to provide the electric 
light and power needed throughout the 
ship, under the charge of competent 
electrical engineers ; then there are the 
refrigerating engines, ventilators of 
all kinds, for the modern liner has no 
odor of any description. An elaborate 
pump system is arranged to fill or 
empty any part of the hidden honey- 
comb of water chambers as the navi- 
gating department may require, with 
a view to altering the trim of the ship. 
Then an> adequate equipment of fire- 
pumps must be always ready at a mo- 
ment's notice to flood any part of the 
ship if a danger such as that of fire 
should threaten. Most or all of these 
pumps must also be arranged so as 
to be available for use in freeing the 
ship of water in the event of collision 
or any other like peril. Besides all 
these there are the service pumps for 
the domestic uses of the ship. Kitchen 
and pantries need copious supplies of 
fresh water, both hot and cold ; the 
bathrooms scattered throughout the 
vessel must be amply supplied with 
both hot and cold fresh and sea water ; 
while there are also the many lava- 
tories and water-closets to be served. 
When we remember the number of 
people, passengers and crew, carried 
on board a big liner, we can begin to 
conceive of the complex labyrinth of 
piping and the extensive pumping ma- 
chinery that these services demand. 
Other auxiliary machines are the ash 
hoists, where the pneumatic system of 
ash ejectors is in use. This ingenious 
contrivance distributes the ashes in a 
constant brown stream twenty feet 
from the ship's side. Labor is confined 
to shoveling the ashes into a hopper, 
time is immensely reduced, and the 
decks are kept clean. The engineer- 
ing department also has charge of the 
powerful winch and capstan engines 
used for getting up anchor, stowing 
the cargo and baggage, and such like. 
There is also a large amount of steam- 
piping for heating purposes, although 
on many ships the cabins are also 
heated by electricity as well. On the 
"Lusitania," for instance, there are no 
less than G6 auxiliary machines of one 
sort and another, besides her main tur- 
bines. The engineers' work is by no 
means ended when the steamer reaches 
port. In fact, it is in port that the 
foundation is laid which will result in J 



freedom from trouble and breakdown 
at sea. 

We now come to the stewards' de- 
partment, and again using the "Mau- 
retania" as an example, we find the 
complement of the personal depart- 
ment as follows : 

Doctor 1 

Purser 1 

Assistant pursers 2 

Chief steward 1 

Chief steward's assistants 2 

Chef 1 

Barbers 2 

Cooks and bakers 28 

Matrons 2 

Stewardesses 10 

Mail-sorters 7 

Typists 2 

Leading stewards, barkeepers, etc. 50 

Stewards 367 



47G 



The doctor is responsible for the 
health of every person on board the 
ship, and also for every steerage pas- 
senger, who must undergo the doctor's 
scrutiny so as to guard against in- 
fectious diseases being introduced into 
the vessel. 

The daily round of inspection be- 
gins at 10 :30 every morning on most 
ships. This is conducted by the cap- 
tain himself, accompanied by the doc- 
tor, purser and chief engineer. To- 
gether they make the round of the ship 
to see that everything is in perfect 
order and to investigate any causes 
of complaint. The purser is a very 
hard-worked individual, who can ren- 
der much help to passengers, as can 
also the purser's assistant or head 
steward. The purser receives valua- 
bles, exchanges money, and through 
his department pass all the ship's ac- 
counts, as well as those of the pas- 
sengers. The stewards are divided in- 
to two main classes — the saloon stew- 
ards, who wait on passengers at meal 
time and generally through the day, 
and the stateroom stewards, whose du- 
ties are sufficiently indicated by their 
nomenclature. These last are again 
divided into those on duty by night 
and by day. Among the minor stew- 
ards are deck stewards and smoke- 
room stewards, and some of these 
stewards are allotted to each class of 
passengers. Everything must be kept 
in spotless condition to satisfy the ex- 
acting requirements of the traveler for 
whose money many lines are compet- 
ing, and the chief steward has eyes as 
keen as any housewife's to detect any 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



173 



signs of slovenliness or dirt. A con- 
stant check must be kept upon the 
issue and use of all stores. On a 
first-class liner the cost of the raw 
materials for food would almost stag- 
ger an ordinary hotel proprietor. The 
writer , has it upon credable authority 
that on one line the actual cost of 
materials provided for each passenger 
costs $2.50 a day without service. On 
a certain coast-wise line where the 
table is also well spoken of, the ex- 
pense for the' same period was only 
79 cents. Of course, hothouse grapes 
and grapefruit out of season form 
quite a feature in expenses of this 



fore, it is hoped that no reader of this 
book will ever be tempted to take an 
after-dinner coffee spoon as a souvenir. 
Similar stock-taking is going on in all 
articles at the same time. Everything 
in. the way of cooking utensils is 
thoroughly cleaned and overhauled. 
All the table and bed linen is collected 
and sent ashore, usually to the com- 
pany's own laundry. On a ship like 
the "Lusitania," where about 3,000 
dinner napkins are used in a day, one 
will get some idea of what the five- 
days' wash really means. Every bit 
of carpet is taken up and beaten, 
floors and walls are scrubbed. In 




THE MERSEY 
The Training Ship of the White Star Line 



kind. Elsewhere we give graphical 
comparisons of the provisions which 
are consumed by two of the great lin- 
ers. The storerooms, the butcher's 
and grocer's shops, and all the ma- 
chinery of housekeeping are a most in- 
teresting sight. 

The work of the stewards is not 
confined to the time during which the 
vessel is at sea. At the end of the 
voyage the ship undergoes a thorough 
spring cleaning. Every piece of plate 
or cutlery belonging to the vessel is 
collected and checked. If there is any 
shortage the account is divided up and 
assessed against the stewards ; there- 



third-class quarters even the mattress- 
es are ripped and the straw stuffing 
taken out and burned, then the covers 
are thoroughly purified and sewn up 
again with fresh straw. The quarters 
are then whitewashed or painted. The 
plumbers are engaged in overhauling 
the plumbing during the same time, 
while carpenters and joiners and up- 
holsterers are busy. 



In traveling in winter a hand or foot 
warmer will be found a great comfort. The 
best trains are properly heated as at home, 
but once off the beaten track and discomfort 
is apt to be encountered. 



174 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



STEAMSHIP BUILDERS. 

The various .steamship companies 
have shown great catholicity^ in the 
selection of the builders of their ves- 
sels. Thus we find that the ships of 
the American Line were built by Wm. 
Cramp & Sons, Philadelphia, Pa. ; Har- 
land & Wolff, Belfast, and J. & G. 
Thomson of Glasgow, and the Atlantic 
Transport Line vessels were all built 
at Belfast by Harland & Wolff. The 
Cunard Line, for their more recent 
vessels, have patronized the Fairfield 
Co., Fairfield; J. Brown & Co., Glas- 
gow ; John Elder & Co., Fairfield ; and 
Swan & Hunter, Newcastle. The 
"Mauretania" was built by the latter 
concern, and the "Lusitania" by J. 
Brown & Co. The vessels of the 
French Line, with one exception, were 
built at St. Nazaire by the Company. 
The Hamburg- American Line has pat- 
ronized ship builders in the United 
Kingdom as regards the "Pennsylva- 
nia," "Amerika," "President Lincoln," 
and "President Grant," all of which 
were built by Harland & Wolff. Most 
of their other boats were built by the 
Vulcan S. B. Co., Stettin, and by 
Blohm & Voss, Hamburg. The "Cin- 
cinnati" is the product of the Schichau 
Yards at Dantzig. The vessels of the 
Holland-America Line were all built 
at Belfast by Harland & Wolff, with 
the exception of the "Potsdam," which 
was built at Hamburg by Blohm & 
Voss. Most of the vessels of the North 
German Lloyd were built by the Vul- 
can S. B. Co., of Stettin, by F. Schi- 
chau, of Dantzig, Blohm & Voss, of 
Hamburg, and J. C. Tecklenborg, of 
Geestemunde. The "Berlin" was built 
by the Weser Ship Building Co., of 
Bremen. The vessels of the Red Star 
Line were bnilt by John Brown & Co., 
Harland & Wolff, and two American 
firms, the New York Ship Building 
Co., of Camden, and Wm. Cramp & 
Sons, Philadelphia. The Scandinavia 
American Line vessels were mostly 
built by Stephen & Son, of Glasgow, 
but one of their boats was built by 
Harland & Wolff, of Belfast. This fa- 
mous firm of ship builders has con- 
structed all of the vessels of the White 
Star Line with the exception* of the 
"Cretie," which was built at Newcas- 
tle, by Hawthorn. Leslie & Co. They 
are also building the "Olympic" and 
"Titanic." the great sea monsters 
which will soon be launched (October, 

1910?). 

Remember that in France matches and 
tobacco arc a government monopoly. Cigars 
in France are bad and dear. 



WORLD COMMERCE IN 1909 

Allowance being made for advance in prices 
of commodities, the statistics at present 
available indicate that the commerce of the 
world in 1909 was little or not at all greater 
than the commerce of 1908. Enough is at 
hand to indicate the volume of the trade 
movement. The world business of the 
various nations in 1909 is reported thus: 

Exports 1909. 

United States $1,728,203,271 

United Kingdom 1,841,884,000 

Germany 1,590,031,000 

France 1,063,746,000 

Austria-Hungary 469,627,000 

Belgium 501,203,000 

Canada 269,137,000 

Cuba 124,711,000 

Egypt 128,895,000 

British India 547,064,000 

Italy 363,559,000 

Japan 204,167,000 

Spain 175,806,000 

Switzerland 211,852,000 

Imports 

United States $1,475,812,580 

United Kingdom 3,040,300,000 

Germany 1,954,839,000 

France 1,152,715,000 

Austria-Hungary 564,555,000 

Belgium 658,113,000 

Canada 316,517,000 

Cuba 91,027,000 

Egypt 109,885,000 

British India 392,118,000 

Italy 594,269.000 

Japan 195,784,000 

Spain 182,517,000 

Switzerland 304,065,000 



The following information relative to tides 
depressing the land was obtained from a 
recent issue of the New York "Sun": 

The elasticity of the earth in relation to its 
responsiveness to pulls and strains has been 
the subject of recent tests made by John 
Milne, the noted engineer and seismologist. 
He lays claim to having established that the 
ocean tides have an appreciable effect in 
depressing land levels. Experiments which 
are quite distinct from the recent investiga- 
tion of the so-called land tides were made 
with a modified form of the seismograph at 
Bisdon Observatory near Liverpool. They 
proved, according to Milne, that the bed of 
the Irish Sea becomes depressed from the 
increased load of water at every high tide, 
the effect being to pull the shores nearer to- 
gether and make the land slopes steeper. 
As the amount of deflection is only one inch 
to sixteen miles, the discovery is rather of 
scientific than of practical importance. 



The Norddeutscher Lloyd has two training 
ships of its own, for the purpose of educating 
cadets for a higher nautical career and espe- 
cially for positions as officers and captains of 
the mercantile marine. Both are large four- 
masted sailing ships, built entirely of steel. 
One, called "Herzogin Sophie Charlotte," is 
2581 gross register tons, the other, christened 
"Herzogin Cecile, " has a gross register of 
3200 tons. 



THE OCEAN AND NAVIGATION 



The a*rea of the ocean is about 2% 
times that of the dry land. The latter 
is for its greater part aggregated on 
the Northern hemisphere, the South- 
ern is pre-eminently oceanic. 

Areas. — The areas of the three 
grand oceans are given at 67.7 mil- 
lion square miles for the Pacific, 34.7 
for the Atlantic, and 18.6 for the In- 
dian. The two Polar seas are much 
smaller, but no exact figures can be 
given. 

Depth. — The mean elevation of the 
land surface is estimated at about 383 
fathoms, and the mean depth of the 
sea at 2,100 fathoms, hence the latter 
is about five times as great as the 
former ; but, in spite of this dispar- 
ity, the culminating heights of the 
land (the Gaurisankar with 29,000 
feet) approach very nearly the great 
depths of the sea (the Guam trench 
with 5,269 fathoms or 31,614 feet). 
The mean depth of the " three great 
oceans is about the same, the Pacific 
is slightly deeper and the Indian 
rather shoaler than the Atlantic 
Ocean. 

Composition and Density of Sea 
Water. — Although the absolute quan- 
tities of salts in sea water are very 
variable, the relative proportions are 
always very nearly the same. In 
1,000 parts of sea water are found 
on ah average 27.9 parts of chloride 
of sodium (common salt), 3.2 parts 
of chloride of magnesium, 2.2 parts of 
sulphate of magnesium, 1.3 parts of 
sulphate of lime and 0.7 residue. It 
is estimated that there are 4,800,000 
cubic miles of salt in the sea, which 
would cover the entire earth to a 
depth of 112 feet. 

The Bottom of the Sea.— The 
bottom of the sea is different in many 
respects from the surface of the land. 
The mantle of sea water protects it 
from subaerial disintegration and 
erosion, which gives such a varied 
shape to the landscape, and although 
sea water may decompose the bottom 
of the ocean, there are no currents 
strong enough to transport the residue 
to distant regions. While the land sur- 
face is constantly reduced by denuda- 
tion, the bottom of the sea receives 
constant accessions. The materials 



which contribute to this process are 
either of continental or pelagic origin. 
The first are either such as the cease- 
less action of the waves removes from 
exposed parts of the coast or material 
brought down to the coast by the 
rivers. The currents carry these ma- 
terials out to sea, and while the 
heavier ones, such as gravel and coarse 
sand, remain near the shore, the 
lighter ones, as fine sand, silt and 
mud, are transported to considerable 
distances before they sink to the 
bottom. In this way the coast is 




CROSSING THE EQUATOR OR THE LINE 
Is celebrated by Father Neptune in sea- 
weed and barnacle dress. 

lined with a fringe of continental de- 
posits which may be quite narrow, but 
often attains a width of 100 miles 
or more. This fringe is designated as 
continental shelf ; when broad it has 
a moderate slope, and is generally 
assumed to terminate with the 100 
fathom curve. It is succeeded by a 
well defined steeper slope called the 
continental slope. 

Newfoundland Banks. — Continental 
or terrigenous deposits are often 
found at considerable distances from 



175 



176 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



the coast, disconnected from the 
shore deposits ; in such cases they are 
formed by conflicting currents losing 
their velocity and depositing the sand 
silt which they carry. These deposits, 
called sand banks, often constitute 
dangers to navigation. In the higher 
latitudes melting icebergs and floes 
produce banks ; in this way the large 
Newfoundland Banks, 270 miles wide, 
are supposed to have been formed. 
The finest terrigenous material, desig- 
nated as mud, is carried to sea far 
beyond the 100 fathom limit, and in 
the shape of blue, red, green, volcanic 
and coral mud, covers about one- 
seventh of the ocean's bottom to 
depths of over 1,000 fathoms. These 
"muds" also cover the bottom of the 
large continental basins with the ex- 
ception of the Gulf of Mexico and 
the Caribbean Sea, and prevail in the 
Arctic seas. The continental slope 
generally descends very gently from 
the "shelf" to the trough of the sea, 
bat there are instances of quite steep 
descent ; such are met with off the 
west coast of Europe, Africa, Mexico 
and South America, also near volcanic 
and coral islands. But the bottom of 
the deep troughs and basins nearly 
everywhere presents the profile of the 
dead level of a vast plain. Although 
animal life presents its contribution 
to the continental deposits in the 
shape of broken shells of mullusca, 
etc., they occupy only an accessory 
position, and it is in the deeper parts 
of the ocean that they constitute the 
principal component. Globigerina 
ooze, composed mainly of the micro- 
scopic shells of a genus Foraminifera, 
covers over one-third of the ocean's 
bottom ; it prevails in the medium 
depths and especially where there are 
warm currents, like the Gulf Stream. 
The largest area is found in the At- 
lantic Ocean ; it predominates in the 
northwestern part of the Indian, but 
is restricted to the Polynesian 
Plateau in the Pacific Ocean. The 
red clay occupies the greater depths 
of the ocean, and a larger area than 
any other deposit, more than one- 
fourth of the earth's surface. It is 
a genuine clay and assumed to be the 
result of the decomposition or pumice 
and other volcanic materials. A depth 
of 32.2 feet of ocean water is equal 
to the pressure of one atmosphere, 15 
pounds to the square inch. From 
this the pressure at any depth in the 
ocean may be obtained. 

The Gulf Stream. — The surface of 
the ocean is very rarely in a state of 



perfect rest. Near the coast, in chan- 
nels and estuaries, ocean currents are 
referred to a variety of causes, 
among which the tides are the most 
important, but in the open sea the 
winds are recognized as the primary 
cause of all the great currents. The 
trade winds are those which iri the 
Atlantic and Pacific oceans blow with 
great regularity all the year round on 
both sides of the equator ; in the North- 
ern hemisphere from the northeast, and 
in the southern from the southeast. In 
the Atlantic the southeast trades are 
the prevailing winds between the Cape 
of Good Hope and Rio de Janeiro to 
the equator, the northeast trades be- 
tween lat. 12° N. and about lat. 30° 
N. The two regions are separated by 
a region of light changeable winds, 
and calms called the equatorial calms 
or doldrums. The trade winds induce 
currents on the ocean's surface called 
the North and South Equatorial Cur- 
rents respectively. Their limits ap- 
proximate those of the corresponding 
trade winds. The South Equatorial 
Current passes north of the equator, 
due partly to the configuration of the 
South American coast, which compels 
the current to take a northwesterly 
course, and enters the Caribbean Sea. 
One part of the waters which the 
North Equatorial Current conveys to 
the American shores enters the Carib- 
bean Sea and joins those of the South 
Equatorial ; the other part moves 
along the Bahamas toward the north- 
west. The current through the Strait 
of Yucatan into the Gulf of Mexico, 
which is one of the strongest on rec- 
ord (from 60 to 120 miles per day), 
is solely due to the difference of level 
between the Caribbean Sea and the 
Gulf. But these waters do not tarry 
in the Gulf of Mexico, its level being 
in turn higher than that of the At- 
lantic ; they are, consequently, forced 
toward the Strait of Florida, where 
they find an outlet, enter the Atlantic 
as the celebrated Gulf Stream, a 
name first used by Franklin. In the 
narrowest part of the channel, off 
Cape Florida, it approaches the coast 
to within 15 miles, occupies the entire 
width (40 miles) and depth (482 
fathoms) of the channel and attains 
velocities of 69 to 100 miles per day 
at the surface. After leaving the 
Straits, the Gulf Stream moves to the 
northward over a rocky bottom with a 
depth of 460 to 270 fathoms, and dis- 
tant from the coast about 100 nautical 
miles. In lat. 34° it enters the deep 
water of the ocean ; when off Cape 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



177 




OFFICER PLOTTING THE SHIP'S COURSE 
In the Cbart Room, while another officer is listening to the Submarine Bell of the Lighthouse. 



178 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Hatteras, it again approaches the 
coast, being distant only 35 miles and 
in depths of over 1,500 fathoms. Its 
temperature there is between 31° C. 
in summer and 26° C. in winter, hav- 
ing lost only about 3° since leaving 
the Straits of Florida. It is readily 
recognized by its high temperature 
and dark blue color, its western edge 
being especially well defined. It is not 
a deep current ; at the depth of 250 
fathoms its temperature is 10° C, 
under its western edge it is 7.2°, while 
under its eastern edge a temperature 
of 15.0° is found. This appears to 
indicate that it moves over a wedge 
of cold water which comes from the 
north and west and descends toward 
the east into the depths of the ocean. 
After leaving Cape Hatteras it grad- 
ually changes its northeast direction 
into due east with constantly diminish- 
ing velocity and temperature until it 
reaches the southern edge of the Banks 
of Newfoundland, which it does in 
summer in lat. 42^° N. and in win- 
ter in 411/2° N. with temperatures of 
22° C. and 10° C. respectively, with 
a velocity of 24 to 30 miles per day. 
It is here no longer considered as an 
ocean current, but a drift, and is called 
the Gulf Stream drift. The deflec- 
tion of the Gulf Stream toward the 
east is attributed partly to the rota- 
tion of the earth and partly to the 
direction of the prevailing winds. 
While the central part of the Gulf 
Stream drift makes its way toward 
the western shores of Europe, one 
part enters Davis Strait and produces 
an open channel to the southern part 
of Baffin Bay during winter ; another 
one passes into Denmark Strait be- 
tween Iceland and Greenland, but it 
soon sinks into the depths of the sea. 
A more persistent branch passes be- 
tween Iceland and the British Islands 
and the coast of Norway, and has 
been traced to the eastward as far as 
the west coasts of Spitzbergen and 
Nova Zembla during the summer sea- 
son. The southern part of the Gulf 
Stream drift, more properly called 
Atlantic drift, leaves the main body 
south of the Azores and, as the North 
African Current, follows the coast of 
Africa to Cape Blanco, where it joins 
the North Equatorial Current. 

Sargasso Sea. — The vast oval-shaped 
area enclosed by the North Equatorial 
Current, the Gulf Stream and the 
Gulf Stream drift is one of calms and 
weak drifts, and is called the Sar- 
gasso Sea from the sea-weed which 
accumulates about its borders. 



NAVIGATION. 

At sea, with no land in sight, there 
are two methods available to the navi- 
gator for finding where his vessel is — ■ 
by "dead reckoning" and by "observa- 
tion" of the heavenly bodies. 

Dead Reckoning. — The dead reckon- 
ing depends for its accuracy upon the 
correctness with which the mariner 
knows, first, the course, or direction in 
which the vessel has moved, and, 
secondly, the distance run ; and it is 
the course and distance ''over the 
ground" that should be considered, 
for a knowledge of the ship's progress 
through the water will not suffice for 
exact results if the water itself has 
been in motion. From this it may be 
understood that errors are always to 
be expected in dead reckoning, due to 
inaccuracies in estimating the course 
and the distance sailed, and to the 
effect of the unknown movement of 
the sea itself, that is, the "current." 

The Compass. — To obtain the 
course or direction sailed the com- 
pass is the sole source of knowledge. 
It may be considered that this is quite 
sufficient, and so it is when thoroughly 
understood ; but the compass is not 
the simple and obedient servant of 
the mariner that it is ordinarily 
credited with being. "True as the 
needle to the pole" may be outra- 
geously false, and usually is. The pole 
that the free magnetic needle seeks is 
the earth's magnetic pole, situated in 
Arctic North America (latitude 70 N. 
and longitude 96 W.), not the geo- 
graphical one to which we are accus- 
tomed to refer : hence the needle 
points at an angle from the true north, 
which depends upon the relative direc- 
tions of the two poles at the position 
of the observer. This inaccuracy 
amounts to about 9 degrees at New 
York, about 15 degrees at London, and 
attains a value of upward of 30 de- 
grees on a voyage between two 
places ; at some points the error is 
very large, and as may readily be con- 
eeived, in localities between the mag- 
netic and geographical poles the 
"■north" end of the needle points due 
south. The error caused .by this dis- 
crepancy in the indication of the 
needle is called the "variation" or 
"declination" of the compass ; its 
value has been determined by observa- 
tions for all the navigable waters of 
the globe, and the results are accessible 
to the mariner, who makes allowance 
for the false pointing of his compass 
according to the position in which he 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



179 



finds himself ; he must be careful, 
however, to employ the value corre- 
sponding' not only to the proper place, 
but also the proper time ; for the mag- 
netic pole has a slow motion which is 
constantly creating differences in the 
values of the variation, so that in the 
course' of a few years a material al- 
teration takes place in this error in 
each locality. In every vessel in which 
iron or steel is used to auy material 
extent for construction or equip- 
ment, or in which these metals are 
carried in the cargo, there is exerted 
upon the compass needle a magnetic 
effect independent of that of the earth. 



-fcfyit. 




Compass Card 

and the needle,, instead of seeking the 
magnetic pole, takes up a position 
that is dependent upon the combined 
influence of the magnetic force of the 
earth and that of the ship. This 
error is called the "deviation" of the 
compass, and it exerts a different in- 
fluence and therefore produces a dif- 
ferent deflection of the needle, on 
every different heading of the ship, in 
every different locality, and on 
every different angle of inclination 
from the vertical or "heel" of the 
ship; in other words, it is different at 
Yokohama from what it is at Singa- 
pore — different when the ship heads 
northeast from what it is when she 
heads southeast, different when she 
heels to starboard on one slope of a 
wave from what it is when she heels to 
port on the other slope. It is not at 
all unusual for the deviation to 
amount to as much as 45 degrees. To 
overcome this error it is customary to 
"compensate" the compass — that is. to 
place near the needle artificial deflec- 



tors which will oppose to each of the 
various magnetic forces of the ship an 
equal corrective force, and thus neu- 
tralize the disturbance under all the 
various circumstances that may arise. 

But even with the compass 
thoroughly understood there are other 
errors that may occur in the reckon- 
ing of the course : the helmsman may 
be inexpert or the sea heavy, and in 
consequence the ship may not always 
heave as desired ; she may go off side- 
wise, or, to use the nautical expression, 
"make leeway," to an unknown de- 
gree ; and an ocean current for which 
it is impossible to make accurate al- 
lowance may produce errors of both 
course and distance. 

The Log. — The distance run is the 
second essential element of the dead 
reckoning. It is ascertained by var- 
ious methods. In the early clays of 
navigation it used to be determined by 
tossing a piece of wood overboard from 
the forward part of the vessel and 
then having a man walk aft, keeping 
abreast of it as it was left behind by 
the vessel ; the time it took the man 
to traverse a known distance on the 
deck afforded a basis for calculating 
the speed. 

The method w,as replaced by one 
still in use on many vessels — "heav- 
ing the log." A "chip" or piece of 
wood of appropriate shape is tossed 
overboard astern, being arranged to 
float in an upright position and thus 
present a flat surface not easily drawn 
through the water; to it is attached a 
marked line ; the chip remains sta- 
tionary while the line is paid out 
from a reel ; the distance that the 
chip is left astern in a given time 
(usually indicated by a sandglass) 
shows the speed of the vessel, the 
marks of the line being so placed as to 
give the results directly in knots. 

THE COMPASS CARD. 

The compass needle carries a card 
divided into 32 "points." A point= 
angle of 11° 15' and is subdivided 
into quarter points of 2° 48' 45" 
each. 

THE PATENT LOG. 

The "Patent Log."— The most 
modern method of determining speed 
is by the "patent log." A small screw- 
shaped "rotator" is kept towing 
astern at the end of a long plaited 
line ; as the vessel moves through the 
water the little screw rotates, the 
principle involved being the same as 
that upon which the big screw-pro- 
peller drives the ship ; each turn of the 



180 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



rotator is transmitted through the tow- 
line to the shaft of a registering ap- 
paratus, and the distance run at any 
moment may be read from the reg- 
ister as one tells time by the clock. 

►Some navigators dispense with all 
instruments and reckon distance by 
the revolutions of the engine — a suc- 
cessful method if they have a suffi- 
ciently extensive acquaintance with 
their vessels to know the number of 
revolutions required to drive the ves- 
sel a distance of one mile through the 
water under all the different condi- 
tions that may be encountered. 



working of astronomical sights there 
are required a sextant, a chronometer 
and a nautical almanac. The sextant 
is a light, handy instrument by means 
of which the angle between two ob- 
jects may be measured. It carries two 
mirrors, of which one is capable of 
motion about a pivot, and the other 
is fixed. There is a telescope through 
which the observer looks directly to- 
ward one of the objects — in the case 
of a sea observation, the horizon ; the 
movable mirror is then placed in such 
a position that a ray of light from 
the second object (the sun or other 




BRIDGE OF THE "LUSITANIA" 

Showing the Engine Telegraph, Telephones, Signals, etc. 



Observation. — Absolute accuracy of 
results in tlip rooordinsr of distance is 
seldom attainable, notwithstanding the 
superior moans of determination that 
oxist in those latter days; so that the 
distance, like the kindred form of the 
problem, the course, can npver berp- 
lipd upon implicitly, and the naviga- 
tor must look for a menus to obtain, 
from time to time, a fresh "departure" 
by which he may start anew his dead 
r^okoning. For this purpose observa- 
tions of the celestial bodies are made. 

The Sextant. — For the taking and 



heavenly body) is reflected to the 
fixed mirror and thence, thromrh the 
telescope, to the eye of the observer. 
When the one object, seen directly, 
and the other, seen bv reflection, ap- 
pear to the observer to be in coincidence 
the measure is made, and it only re- 
mains to read the amount of the angle 
from a graduated scale over which an 
index travels to mark the position of the 
movable mirror on its pivot; and so 
nice is the graduation and so effective 
the method of reading that angles may 
be measured to the nearest ten seconds, 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



181 



or to a 3G0th part of a degree. In the 
accompanying drawing of the sextant 
the two mirrors are shown at C and 
N with the telescope at T. The mirror 
is fixed to the frame of the sextant, 
while the mirror C is attached to the 
index bar D, which at its lower ex- 
tremity passes over the graduated arc 
of the sextant. At E and F are 
colored glasses to protect the eyes 
when the sextant is used for taking 
measurements of the altitude of the 
sun. As an example of the use of the 
sextant, suppose it be desired to de- 
termine the altitude of the sun A 
above the horizon B ( page 184 ) . The 
fixed mirror of the sextant has an un- 
silvered portion and the observer look- 
ing through the telescope with his eye 
at D can see the horizon directly 
through the unsilvered part m of the 



The Chronometer. — An instrument 
of equal importance in navigation is 
the chronometer, which is nothing 
more or less than a time-piece in 
which every known device is employed 
to insure absolute uniformity of run- 
ning. It is hung in "gimbals" or 
swinging rings, so that it may remain 
level as the ship rolls and pitches, and 
it is kept in a damp-proof, dust-proof 
and shock-proof case, and treated with 
the utmost tenderness, being especially 
guarded from changes of temperature. 
It is not expected that the chronometer 
shall always show absolutely the cor- 
rect time of the standard meridian, 
but the requirement demanded is that 
its gain or loss shall be precisely the 
same from day to day ; the latter con- 
dition being fulfilled, the navigator 
may ascertain, before leaving port, 




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THE OFFICIAL CHART WITH DAILY COURSE PLOTTED 



mirror. At the same time he will see 
in the silvered part of the mirror an 
object reflected from the movable 
mirror C. If the movable mirror oc- 
cupies the position ad parallel to the 
fixed mirror the reflected image will 
show the horizon B 1 and the index 
arm will be at I, showing that the 
angle between the object seen directly 
through the mirror m and the re- 
flected object is zero degrees. If, how- 
ever, the arm be moved to the posi- 
tion I 1 the observer will see the re- 
flection of the sun A coincident with 
the horizon B in the mirror m and 
the index arm at I 1 will show what 
the ansrle of the sun with the horizon 
(A C BM is. 



the "error" of his instrument, or the 
amount it varies from the true time at 
a certain place on a certain day, and 
the "rate" or amount of change in 
each 24 hours. In view of the im- 
portance of the chronometer in the de- 
termination of position, the better 
equipped vessels carry three or more 
of these instruments, instead of put- 
ting unlimited faith in a single one. 

"Nautical Almanac. — There is pub- 
lished annually, by the government of 
each of the more important maritime 
nations, a "Nautical Almanac," in 
which are given tables by which the 
positions of the sun. moon, planets 
and all fixed stars of material mag- 
nitude may be found for any instant 



182 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



throughout the year. The navigator 
who is supplied with this book, to- 
gether with a sextaut by which he may 
measure the angular height, or "alti- 
tude"' of any visible body above his 
horizon, and a chronometer rated to 
the exact time of a standard meridian 
(such as that of Greenwich), has at 
hand all the means necessary for find- 
ing the vessel's position by means of 
the celestial bodies. 

The computation is not a difficult 
one, being facilitated, like many other 
operations in navigation, by tables. 
When the body observed is on the 
meridian the problem assumes a par- 
ticularly simple form, and hence it is 
an invariable rule, if the weather is 
clear, to take an observation of the 
sun when it attains its maximum alti- 
tude at noon, and to work up the 
day's run to that time and begin anew 
the dead reckoning. 

IIoio an Observation Is Taken. — 
From the height of the sun above the 
horizon at noon one is able to deter- 
mine his latitude. At the time of the 
equinoxes, that is, on March 21 and 
September 23, the distance of the 
sun from the zenith (that is, when on 
the meridian) is equal to the latitude 
of the observer. For instance, at the 
equator, or latitude 0, the zenith dis-' 
tance would be 0, for the sun would 
pass directly overhead. At the pole it 
would be 90 degrees, for the sun 
would just peep above the horizon. 
At New York the zenith distance 
would be 41 degrees, at Liverpool 53 
degrees, etc., the latitude of New 
York being 41 degrees and that of 
Liverpool 53 degrees. As it is im- 
possible to measure the zenith dis- 
tance with any degree of accuracy, be- 
cause there is no object directly over- 
head on which to train the sextant, 
the altitude of the sun above the 
horizon is measured instead and this 
angle is subtracted from 90 degrees to 
give the zenith distance or latitude of 
the observer. But for a given latitude 
the sun mounts higher each day dur- 
ing the first half of the year and de- 
clines steadily for the rest of the 
year. It is necessary therefore for 
the navigator to consult the* Nauti- 
cal Almanac to ascertain how much 
to add or subtract from the observed 
altitude of the sun in order to find his 
latitude. 

The latitude being ascertained, it is 
only necessary for him to determine 
his longitude so as to know just where 
on the surface of the globe he is. The 
longitude is determined by the chro- 



nometer, which, as just explained, is 
merely an accurate timepiece that 
keeps Greenwich Time. Not account- 
ing for slight variations in the ap- 
parent motion of the sun, which are 
recorded in the Nautical Almanac, it 
will be understood that the sun 
arrives at the meridian of Greenwich 
every day at twelve o'clock noon. At 
one o'clock P. M. Greenwich Time, the 
sun will reach the 15th meridian west 
of Greenwich, at two o'clock the 30th 
meridian, and so on around the world. 
An observer who finds that the sun 
comes to meridian when his chronome- 




Officers usually make their observations in 
duplicate to avoid errors. 

ter points to 3 o'clock, knows that he 
is at longitude 45 degrees west of 
Greenwich. Should his timepiece 
point to 2 :30 the longitude would be 
37% degrees west of Greenwich. 

When clouds and fog prevent the 
taking of observations, the mariner has 
no recourse but to rely upon dead 
reckoning ; but his reliance, in such 
a case, is not implicit, and the captain 
makes due allowance in approaching 
the land for possible inaccuracies in 
the supposed position. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



183 



Nautical Charts. — Where the land 
is in sight and where courses are 
shaped and positions found from ter- 
restrial objects, the first requirement 
is a nautical chart, which shows the 
features of the land and water with 
a completeness of detail that the 
landsman would scarcely dream of. 
Upon it are represented in proper 
position, the shore-line and the prom- 
inent characteristics of the land — 
mountains, towns, lighthouses, wind- 
mills, conspicuous trees, and houses, 
sand beaches, bluffs, rocks, islets — 
everything that could possibly be 
recognized by a person on a passing 
vessel and utilized for locating posi- 
tion. The water is also depicted, and 
nearly all that is above and below it — 
buoys, lightships, and all floating ob- 




THE SEXTANT. 




THE SEXTANT SHOWN DIAGRAMMATI- 
CALLY. 

jects of a permanent nature ; the 
depth of water at frequent intervals, 
especially over shoals, reefs, and dan- 
gers ; the character of the bottom in 
different regions, whether mud, sand, 
coral, or other substance : the direc- 
tion and velocity of tidal and other 
currents that may be expected ; and 
much useful information besides. By 



this chart the ship may be guided in 
safety among the dangers that beset 
her near the land. 

The Lead. — Among the means of 
ascertaining the whereabouts of the 
ship in the neighborhood of the coast 
or of protecting the vessel from 
stranding on the shoals, the lead is of 
great importance. 

The lead line is marked wit 1 ! 
strips of leather, cotton cloth and 
woolen cloth at various intervals as 
follows : At two fathoms two strips 
of leather ; at three fathoms, three 
strips of leather ; at five fathoms a 
white cotton strip : at seven fathoms, 
a red woolen strip ; at ten fathoms, a 
piece of leather with a hole in it ; at 
thirteen fathoms, a blue woolen strip ; 
at fifteen fathoms, a white cotton 
strip ; at seventeen fathoms, a red 
woolen strip ; and at twenty fathoms, 
a leather piece with two holes in it. 
The object of using cotton and woolen 
strips is to enable them to be dis- 
tinguished with the tongue at night. 

A considerably improved sounding 
apparatus was invented by Lord Kel- 
vin. This apparatus is used as fol- 
lows : Without reducing the speed of 
the steamer an ordinary lead is thrown 
overboard together with a brass tube, 
into which latter is inserted a glass 
tube closed at the top, but open at the 
bottom, and painted inside with a coat- 
ing of red-colored chromic silver. In 
proportion to the depth of water at 
the respective place of sounding, the 
sea water enters the tube only to a 
certain height and presses the air 
contained in it upwards. The chromic 
silver is discolored by the water so far 
as the latter has entered into the tube, 
and on the principle of Mariotte's 
Law the depth of the sea to which the 
glass tube has descended can be ascer- 
tained. The lead is then hauled _ in 
again by means of a strong. piano wire, 
and the apparatus is at once ready for 
further use. The disadvantage of the 
glass tubes being fit to be used only 
once and having to be refitted with- 
chromic silver has been done away 
with in the case of some steamers by 
the use of tubes of dull glass which 
show the height of the water entered 
into them without a special chemical 
substance being required, and need 
only be dried in order to be ready for 
further use. 

Engine Room Signals. — One bell 
means "Ahead slow" when the en- 
gines are stopped ; but when the en- 
gines are working "ahead slow" or 
"astern slow," one bell means "Stop." 



184 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



When the engines are working "full 
speed ahead," one bell means "Slotv 
down.'" The jingle bell means "Full 
speed ahead" when the engines are 
working "ahead slow," and "Full speed 
astern" when they are working "astern 
slow." Two bells means "Astern 
slow" when the engines are stopped. 
Four bells means "Astern" when the 
engines are working full speed ahead, 
and four bells followed by a jingle 
bell means "lie verse and full speed 
astern." 

The Barometer. — The height of the 
barometer affords a measure of the 
pressure on the surface of the earth 
exerted by the atmosphere, such pres- 
sure being principally caused by the 
weight of the dry air. For use at 
sea the mercurial barometer is the 
more accurate, the aneroid the more 
sensitive. The former requires four 
readings : for capacity, owing to the 



the science of forecasting and make 
the layman ask, when he does not 
understand the readings of either the 
barometer or the face of the sky : Will 
a basis for prediction ever be secured 
and popularized so that a traveler 
studying the probabilities of storm and 
anti-cyclone may know fairly well 
when and how to look for the changes 
intrinsic to the elements? As it is, 
the tourist on land is troubled the 
same as the one at sea, because the 
weather may be stormy when the 
head of the column of mercury in the 
tube is soaring in the region of fair, 
and vice versa, contradictions that do 
not bother the forecasters of the 
Weather Bureau, who are armed with 
their many data from various direc- 
tions at a given moment. If he has 
no confidence in the official high per 
cent, of success, to be found in the 
newspaper summaries if at hand, he 




ELECTRIC LOG 



change of level of the bowl as the 
mercury rises or falls; for capillarity, 
owing to the depression of the mer- 
curial column, caused by a small glass 
tube ; for temperature, since all obser- 
vations are reduced for comparison to 
a common temperature of 32° F. ; for 
height above sea-level. 

Many of the conditions governing 
the use of this instrument are unsatis- 
factory. For instance, at sea, the nav- 
igator is handicapped through lack of 
the necessary overland pressure re- 
ports from surrounding areas. Again, 
there are agencies at work such as the 
belief in the effect of outside bodies, 
like the moon, upon the weather; and 
the state of the weather as indicated 
by certain signs, the so-called meteoro- 
logical folk lore. These retard to a 
considerable extent the acceptance of 



can turn to an interpretation of the 
sky. This art has been neglected since 
the publication of weather prognostics, 
but in the absence of the mechanical 
details that are slowly systematizing 
the many accumulating data of pres- 
sures, sky readings are invaluable and 
of growing importance, especially since 
the discovery of Ballot's law of 
storms, but they belong to the subject 
of clouds. Still the conclusion is 
reached even by experts, that there is 
no direct key to pressure phenomena, 
no way of fully regularizing baro- 
metric observations until they can be 
gathered over a still wider area 
through the service of ships and island 
stations, and the establishment of 
weather stations at the farthest ex- 
tremes of continental communication. 
Until these improvements come, pre- 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



185 



dictions must be made on wind- 
barometer indications now in use in 
limited areas, and not till then may the 
average traveler be weatherwise be- 
yond acting on the guide-book advice, 
"Not to forget, that it is always going 
to rain." 

These wind-barometer indications 
are : When the wind sets in from 
points between south and southeast 
and the barometer falls steadily a 
storm is approaching from the west or 
northwest, and its center will pass 
near or north of the observer within 
12 or 24 hours with the wind shifting 
to northwest by way of southwest and 
west. When the wind sets in from 
points between east and northeast and 
the barometer falls steadily, a storm 
is approaching from the south or 
southwest, and its center will pass 
near or to the south or east of the 
observer within 12 or 24 hours with 
wind shifting to northwest by way of 
north. The rapidity of the storm's 
approach and its intensity will be in- 
dicated by the rate and the amount of 
the fall in the barometer. 

The direction in which the wind 
blows is determined by the relative 
positions of regions of high and low 
pressure. So Ballot's Law is as 
follows : 

For the Northern Hemisphere. 
Stand with your back to the wind, 
and the barometer will be lower on 
your left hand than on your right. 
For the Southern Hemisphere. 
Stand with your back to the wind, 
and the barometer will be lower on 
your right hand than on your left. 

In the northern hemisphere, when- 
ever we are within or on the borders 
of an area of low barometrical read- 
ings, the wind blows round it counter- 
clockwise, and whenever we are within 
or on the border of an area of high 
readings, the wind blows round it 
clockwise, i. e., in the direction in 
which the hands of a clock move. In 
the southern hemisphere the converse 
is true in both cases. 

It is not from the point at which the 
column of mercury may stand that one 
is alone to judge the state of the 
weather, but from its rising or falling. 
When rather below its ordinary height, 
say down to near 29% inches at sea 
level, a rise foretells less wind or less 
wet, but when it has been very low — 
about 29 inches — the first rising usu- 
ally precedes strong wind or heavy 
squalls, after which violence a gradu- 
ally rising glass foretells improving 



weather if the temperature falls. In- 
dications of an approaching change of 
weather and the directions and force 
of winds are shown less by the height 
of the barometer than by its falling or 
rising. Nevertheless a height of more 
than 30 inches is indicative of fine 
weather, except from east to north oc- 
casionally. A rapid rise indicates 
unsettled weather ; a slow rise the con- 
trary ; a steady barometer, when 
continued, and with dryness, foretells 
very fine conditions. A rapid and con- 
siderable fall is a sign of stormy 
weather and rain or snow. Alternate 
rising and sinking indicates unsettled 
and threatening weather. The late 
Admiral Fitzroy, F. R. S., held that 
weather signs were accessories to the 
barometer and thermometer for use in 
knowing the state of the air. Any 
traveler who vigilantly watches the ap- 
pearances of the sky will find these 
signs to be as follows : 

Whether clear or cloudy, a rosy sky 
at sunset presages fine weather; a red 
sky in the morning, bad weather or 
much wind, perhaps rain ; a gray sky 
in the morning, fine weather ; high 
dawn, wind ; low dawn, fair weather. 
Soft-looking or delicate clouds fore- 
tell fine weather, with moderate or 
light breezes ; hard-edged, oily-looking 
clouds, wind. A dark, gloomy, blue 
sky is windy, but a light, bright-blue 
sky indicates fine weather. Generally 
the softer the clouds look the less wind 
(but perhaps more rain) may be ex- 
pected, and the harder, more "greasy," 
rolled, tufted or ragged, the stronger 
the coming wind will prove. Also a 
bright yellow sky at sunset presages 
wind ; a pale yellow, wet ; and thus, 
by the prevalence of red, yellow or 
gray tints, the coming weather may be 
foretold very nearly, and if aided by 
instruments, still nearer. 

Small inky-looking clouds foretell 
rain ; light scud clouds driving across 
heavy masses show wind and rain, but 
if alone, may indicate wind only. 

High upper clouds crossing the sun, 
moon or stars in a direction different 
from that of the lower clouds, or the 
wind then felt below, foretell a change 
of wind. 

After fine, clear weather the first 
signs in the sky of a coming change 
are usually light streaks, curls, wisps 
or mottled patches of white distant 
clouds, which increase and are fol- 
lowed by an overcasting of murky va- 
por that grows into cloudiness. This 
appearance, more or less oily or 



186 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



watery, as wind or rain will prevail, is 
an infallible sign. 

Light, delicate, qniet tints or colors, 
with soft, undefined forms of clouds, 
indicate and accompany fine weather, 
but gaudy or unusual hues, with hard, 
definitely outlined clouds, foretell rain 
and probably strong wind. 

Remarkable clearness of atmosphere 
near the horizon, distant objects, such 
as hills, unusually visible or raised (by 
refraction) and what is called "a good 
hearing day," may be mentioned among 
signs of wet, if not wind, to be ex- 
pected. 

More than usual twinkling of the 
stars, indistinctness or apparent multi- 
plication of the moon's horns, halos, 
"wind-dogs" (fragments or pieces of 
rainbows, sometimes called "wind- 
galls") seen on detached clouds, and 
the rainbow, are more' or less signifi- 
cant of increasing wind, if not ap- 
proaching rain, with or without wind. 

Lastly, the dryness or dampness of 
the air* and its temperature (for the 
season) should always be considered, 
tcith other indications of change or 
continuance of wind and weather. 

NORTH ATLANTIC ICE MOVE- 
MENTS. 

Vessels crossing the Atlantic Ocean 
between Europe and the ports of the 
United States and British America 
are liable to encounter icebergs or ex- 
tensive fields of solid compact ice, 
which are carried southward from the 
Arctic region by the ocean currents. 
It is in the vicinity of the Great Bank 
of Newfoundland that these masses of 
ice appear in the greatest numbers and 
drift farthest southward athwart the 
trans-oceanic steamer routes. In April, 
May and June icebergs have been seen 
as far south as the thirty-ninth de- 
gree of latitude and as far east, as 
longitude 38° 30' west of Greenwich ; 
and, although its occurrence is such a 
great rarity that navigators need not 
be concerned about it, floating ice may 
be met with anywhere in the North 
Atlantic Ocean northward of the for- 
tieth degree of latitude at any season 
of the year. 

THE ORIGIN OF THE I*ORTH 
ATLANTIC ICE. 

The bergs which usually appear in 
the North Atlantic have their origin 
almost exclusively in western Green- 
land, although a few may come around 
Cape Farewell from the Spitzbergen 
Sea and some may be derived from 
Hudson Bay. 



A huge ice sheet, formed from com- 
pressed snow, covers the whole of the 
interior of Greenland. The surface of 
this enormous glacier, only occasion- 
ally interrupted by protruding moun- 
tain tops, rises slightly toward the in- 
terior and forms a watershed between 
the east and west coasts, which is 
estimated to be from 8,000 to 10,000 
feet above the sea. The outskirts of 
Greenland, as they are called, consist 
of a fringe of islands, mountains and 
promontories surrounding the vast ice- 
covered central portion and varying in 
width from a mere border up to 80 
miles. 

Everywhere this mountainous belt is 
penetrated by deep fiords, which reach 
to the inland ice, and are terminated 
by the perpendicular fronts of huge 
glaciers, while in some places the ice 
comes down in broad projections close 
to the margin of the sea. All of these 
glaciers are making their way toward 
the sea, and, as their ends are forced 
out into the water, they are broken 
off and set adrift as bergs. This proc- 
ess is called calving. The size of the 
pieces set adrift varies greatly, but 
a berg from 60 to 100 feet to the top 
of its walls, whose spires or pinnacles 
may reach from 200 to 250 feet in 
height and whose length may be from 
300 to 500 yards, is considered to be 
of ordinary size in the' Arctic. These 
measurements apply to the part above 
water, which is about one-eighth or 
one-ninth of the whole mass. Many 
authors give the depth under water as 
being from eight to nine times the 
height above ; this is incorrect, as 
measurements above and below water 
should be referred to mass and not 
to height. It is even possible to have 
a berg as high out of water as it is 
deep below the surface, for, if we 
imagine a large, solid lump of anv 
regular shape, which has a very small 
sharp high pinnacle in the center, the 
height above water can easily be equal 
to the depth below. An authentic case 
on record is that of a berg, grounded 
in the Strait of Belle Isle in 16 fath- 
oms of water, that had a thin spire 
about 100 feet in height. 

THE AGENCY OF TRANSPORTA- 
TION OF ICE FROM THE 
ARCTIC REGION. 

The Labrador current passes to the 
southward along the coasts of Baffin 
Land and Labrador, and, although it 
occasionally ceases altogether, its usual 
rate is from 10 to 36 miles per day. 
Near the coast it is very much influ- 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



187 



enced by the winds, and reaches its 
maximum rate after those from the 
northward. The general drift of the 
current is to the southward, as shown 
by the passage of many icebergs, al- 
though occasions have arisen on which 
these 1 have been observed to travel 
northward without any apparent rea- 
son. The breadth and depth of the 
current are not known, but it is cer- 
tain that it pours into the Atlantic 
enormous masses of water for which 
compensation is derived from the warm 
waters of the Atlantic and from the 
East Greenland current that flows 
around Cape Farewell. 

ICEBERGS. 

All ice is brittle, especially that in 
bergs, and it is wonderful how little 
it takes to accomplish their destruc- 
tion. A blow of an ax will at times 




GREENLAND ICEBERG 

split them, and the report of a gun, 
by concussion, will accomplish the 
same end. They are more apt to 
break up in warm weather than cold, 
and whalers and sealers note this be- 
fore landing on them, when an anchor 
is to be planted or fresh water to be 
obtained. On the coast of Labrador 
in July and August, when it is packed 
with bergs, the noise of rupture is 
often deafening, and those experienced 
in ice give them a wide berth. 

When they are frozen the tempera- 
ture is very low, so that when their 
surface is exposed to a thawing tem- 
perature the tension of the exterior 
and interior is very different, making 
them not unlike a Prince Rupert's 
drop. Then, too, during the day 
water made by melting finds its way 
into the crevices, freezes, and hence 
expands, and, acting like a wedge. 



forces the berg into fragments. It is 
the greatly increased surface which 
the fragments expose to the melting 
action of the oceanic waters that ac- 
counts for the rapid disappearance of 
the ice after it has reached the north- 
ern edge of the warm circulatory drift 
currents of the North Atlantic Ocean. 
If these processes of disintegration did 
not go on and large bergs should re- 
main intact, several years might elapse 
before they would melt, and they 
would ever be present in the trans- 
oceanic routes. In fact, instances are 
on record in which masses of ice, 
escaping the influences of swift de- 
struction or possessing a capability for 
resisting them, have, by phenomenal 
drifts, passed into European waters 
and been encountered from time to 
time throughout that portion of the 
ocean which stretches from the British 
Isles to the Azores. 

They assume the greatest varietv of 
shapes, from those approximating to 
some regular geometric figure to others 
crowned with spires, domes, minarets 
and peaks, while others still are 
pierced by deep indentations or caves. 
Small cataracts precipitate themselves 
from the large bergs, while from many 
icicles hang in clusters from every 
projecting ledge. They frequently 
have outlying spurs under water, 
which are as dangerous as any other 
sunken reefs. For this reason it is 
advisable for vessels to give them a 
wide berth, for there are a number of 
cases on record where vessels were 
seriously damaged by striking when 
apparently clear of the berg. Serious 
injury has occurred to vessels through 
the breaking up or capsizing of ice- 
bergs. Often the bergs are so nicely 
balanced that the slightest melting of 
their surfaces causes a shifting of the 
center of gravity and a consequent 
turning over of the mass into a new 
position, and this overturning also fre- 
quently takes place when bergs, drift- 
ing with the current in a state of deli- 
cate equilibrium, touch the ocean bot- 
tom. 

FIELD ICE. 

Field ice is formed throughout the 
region from the Arctic Ocean to the 
shores of Newfoundland and yearly 
leaves the shore to find its way into 
the paths of commerce. Starting with 
the Arctic field ice and coming to the 
southward, we find this ice growing 
lighter, both in thickness and in quan- 
tity, until it disappears entirely. Ice 



188 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



made in the Arctic is heavier and has 
lived through a number of seasons. 
After the short summer in high lati- 
tudes ice begins to form on all open 
water, increasing several feet in thick- 
ness each season. Much of this re- 
mains north during the following sum- 
mer, and, though it melts to some ex- 
tent, it never entirely disappears, so 
that each succeeding winter adds to 
its thickness. 

Small fragments of bergs find them- 
selves mingled with Arctic fields and 
become frozen fast. These, when 
liberated to the southward, are called 



























. 












•Je 










~gjH 




















£31 















ICEBERG AND FLOE ICE. 

growlers, and form low, dark, indigo- 
colored masses, which are just awash 
and rounded on top like a whale's 
back. They are very dangerous when 
in ice fields which have become loose 
enough to permit the passage of ves- 
sels through them, and should always 
be looked for ; they can be seen appar- 
ently rising and sinking as the sea 
breaks over them. 



SIGNALS IN RELATION TO ICE. 

Information as to wind, tempera- 
ture, weather indications, and the 
state of the ice can be obtained by 
communicating with the marine signal 
stations of Newfoundland, St. Pierre, 
and Canada. These are situated at 
Cape Race, Cape Ray, Belle Isle, 
Chateau Bay, Amour Point, Galantrv 
Head (St. Pierre), and St. Paul 
Island. 

Wireless telegraph stations are 
operated for the Department of Ma- 
rine and Fisheries of the Dominion of 
Canada by the Marconi Wireless Tele- 
graph Company at most of these sta- 



tions, and vessels fitted with Marconi 
apparatus can communicate with 
them. 

LANES FOR ATLANTIC STEAMERS. 

The following routes, agreed to by the prin- 
cipal Steamship Companies, came into force 
January 15th, 1899:— 

WESTBOUND. From 15th January to 
14th August, Both Days Inclusive. 

Steer from Fastnet, or Bishop Rock, on 
Great Circle Course, but nothing South, 
to cross the meridian of 47° West in Latitude 
42° North, thence by either rhumb line or 
Great Circle (or even North of the Great 
Circle if an easterly current is encountered) 
to a position South of Nantucket Light- 
Vessel, thence to Fire Island Light-Vessel, 
when bound for New York, or to Five Fathom 
Bank South Light- Vessel, when bound for 
Philadelphia. 

From 15th August to 14th January, 
Both Days Inclusive. 

Steer from Fastnet, or Bishop Rock, on 
Great Circle Course, but nothing South, 
to cross the meridan of 49° West in Latitude 
46° North, thence by rhumb line, to cross the 
meridan of 60° West in Latitude 43° North, 
thence also by rhumb line, to a position South 
of Nantucket Light- Vessel, thence to Fire 
Island Light- Vessel, when bound to New York, 
or Five Fathom Bank South Light- Vessel, 
when bound for Philadelphia. 

EASTBOUND. From 15th January to 

23rd August, Both Days Inclusive. 
Steer from 40° 10' North, and 70° West, 
by rhumb line, to cross the meridian of 47° 
West in Latitude 41° North, and from this 
last position nothing North of the Great 
Circle to Fastnet, when bound to the Irish 
Channel, or nothing North of the Great 
Circle to Bishop Rock, when bound to the 
English Channel. 

From 24th August to 14th January, 
Both Days Inclusive. 

Steer from Latitude 40° 10' North and 
Longitude 70° West, to cross the meridian of 
60° West in Latitude 42° 0' North, thence by 
rhumb line to cross the meridian of 45° West in 
Latitude 46° 30' North, and from this last 
position nothing North of the Great Circle 
to Fastnet, when bound to the Irish Channel, 
and as near at possible to, but nothing North 
of the Great Circle to Bishop Rock, always 
keeping South of the Latitude of Bishop Rock 
when bound to the English Channel. 

At all seasons of the year steer a course 
from Sandy Hook Light-Vessel, or Five 
Fathom Bank South Light- Vessel, to cross 
the meridian of 70° West, nothing to the 
Northward of Latitude 40° 10'. Note. — 
At times during the season when ice is preva- 
lent an agreement arrived at between the 
various steamship companies concerned is to 
follow routes even more southerly than the 
tracks given above. 



Flowers, fresh fruit, lettuce, and mushrooms 
are grown under glass during the voyage on 
certain ships, that are provided with green- 
houses with movable windows, steam pipes, 
etc. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



189 



BRIEF RULES FOR THE USE OF 

OIL TO PROTECT VESSELS 

IN STORMY WATERS. 

1. Scudding before a gale, distrib- 
ute oil from the bow by means of oil 
bags os through waste pipes. It will 
thus spread aft and give protection 
both from quartering and following 
seas. 

2. Running before a gale, yawing 
badly, and threatening to broach-to, 
oil should be distributed from the bow 
and from both sides, abaft the beam. 

3. Lying-to, a vessel can be brought 
closer to the wind by using one or two 
oil bags forward, to windward. With 
a high beam sea, use oil bags along 
the weather side at intervals of 40 or 
50 feet. 

4. In a heavy cross sea, as in the 
center of a hurricane, or after the 
center has passed, oil bags should be 
hung out at regular intervals along 
both sides. 

5. Drifting in the trough of a 
heavy sea, use oil from waste pipes 
forward and bags on weather side. 

6. Steaming into a heavy head sea, 
use oil through forward, closet pipes. 
Oil bags would be tossed back on deck. 

7. Lying-to, to tack or wear, use 
oil from weather bow. 

8. Cracking on, with high wind 
abeam and heavy sea, use oil from 
waste pipes, weather bow. 

9. A vessel hove to for a pilot 
should distribute oil from the weather 
side and lee quarter. The pilot boat 
runs up to windward and lowers a 
boat, which pulls down to leeward and 
around the vessel's stern. The pilot 
boat runs down to leeward, gets out oil 
bags to windward and on her lee quar- 
ter, and the boat pulls back around 
her stern, protected by the oil. The 
vessels drift to leeward and leave an 
oil-slick to windward between the two. 

10. Towing another vessel in a 
heavy sea, oil is of the greatest ser- 
vice, and may prevent the hawser from 
breaking. Distribute oil from the 
towing vessel forward and on both 
sides. If only used aft, the tow alone 
gets the benefit. 

11. At anchor in an open road- 
stead use oil in bags from jibboom, or 
haul them out ahead of the vessel by 
means of an endless rope rove through 
a tailblock secured to the anchor 
chain. 

The simplest method of distributing 
oil is by means of canvas bags about 
1 foot long, filled with oakum and 
oil, pierced with holes by means of a 



coarse sail needle, and held by a lan- 
yard. The waste pipes forward are 
also very useful for this purpose. 

GREAT CIRCLE SAILING 

We have been taught in the high 
school that a straight line is the short- 
est distance between two points. 
This is far from being true on maps 
and charts of the earth. All charts 
are distorted, for the reason that 
they try to show a spherical sur- 
face on a flat surface. For instance, 
the ordinary Mercator projection 
of the world will show that Lis- 
bon, Portugal, is almost due east of 
Philadelphia, but if a ship should sail 
along the 40th latitude, which is rep- 
resented by a straight line on the 
map, it would travel over a hundred 
miles further than was necessary. A 
much shorter course would be to fol- 



&■ 



P 



A 



B 

GREAT CIRCLE SAILING, 
low a curve leading far north of the 
40th latitude. If a large globe is 
available, it is an easy matter to prove 
this by measuring the distances with 
a string, and it will be found that the 
shortest distance between two points 
would lie along the arc of a great cir- 
cle. In other words, should you cut 
the globe in two along this arc the 
knife would pass through the center 
of the earth. If you cut the globe in 
two along a parallel of latitude above 
or below the equator you would slice 
off less than a hemisphere. 

To illustrate the matter more clear- 
ly, suppose a man who was a mile dis- 
tant from the pole wished to travel to 
a point an equal distance from the 
pole, but on the opposite side. He 
would not think of pursuing a course 
parallel with the equator, as indicated 
by A B C in the figure, but would go 
directly across the pole along the line 
A P C. The curvature of the course 
A P C would be very flat and almost 
negligible. Exaggerate this to let the 
point A represent New York and C 
Peking, China, which is at about the 
same latitude as New York, and al- 
most 180 degrees to the west. If a 



190 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



traveler traveled west from New York 
and another traveled north the former 
would have 2,500 miles further to go 
than the latter, because the curve over 
the north pole would be much flatter 
than the curve parallel to the equator 
which would be taken by the traveler 
going due west. The arcs of great 
circles are the flattest arcs that can 
be pursued on the earth, and conse- 
quently represent the shortest distance 
between any two points. 

WHAT IS LLOYD'S? 

This world-famous institution of the 
shipping world takes its name and 
derives its origin from a coffee-house 
established in Tower Street by one 
Edward Lloyd toward the end of the 
17th century, and removed in 1692 
to the corner of Lombard Street and 
Abchurch Lane. In 1773 the brokers 
and underwriters frequenting the 
house, to the number of 79, took rooms 
on the northwest side of the Royal 
Exchange, where ever since this great 
institution has been established. In 
1870 an Act of Incorporation was ap- 
plied for, and obtained in 1871. The 
objects were described as being (1) 
the carrying on of the business of ma- 
rine insurance by members of the so- 
ciety, (2) the protection of the inter- 
ests of members of the society in re- 
spect of shipping and cargoes and 
freight, and (3) the collection, publi- 
cation and diffusion of intelligence 
and information. To carry out the 
third object Lloyd's has a staff of 
about 1,500 agents in all parts of the 
world constantly reporting to head- 
quarters, where clerks are employed 
both day and night. Lloyd's also 
maintains an extensive system of sig- 
nal stations for reporting vessels, etc., 
which is of great benefit to the ship- 
ping community. An inquiry office 
is also maintained, where the relations 
of crew or passengers may obtain, 
without cost, information concerning 
the movements of the vessel in which 
they are interested. In addition to 
"Lloyd's List," published daily, the 
corporation publish "Lloyd's Weekly 
Shipping Index" every Thursday, 
"Lloyd's Calendar" annually, and 
"Lloyd's Book of House Flags and 
Funnels." A "Captains' Register" is 
kept, consisting of a biographical dic- 
tionary of all the certificated com- 
manders of the British mercantile 
marine, about 24,000 in all. The rec- 
ord of losses is kept in the "Loss 
Book." 



LLOYD'S REGISTER OF BRIT- 
ISH AND FOREIGN 
SHIPPING. 

This is a society voluntarily main- 
tained by the shipping community 
with the primary object of the classi- 
fication of vessels. It is the recog- 
nized authority on such matters all 
over the world. The society's affairs 
are managed by a committee of 60 
members, composed of merchants, ship- 
owners and underwriters, elected at 
the principal shipping centers of the 
country. In technical matters affect- 
ing the society's rules for the con- 
struction of vessels and machinery, 
the committee has the advantage of the 
co-operation of a body of experts, 15 
in number, selected by the principal 
institutions of the United Kingdom 
associated with naval architecture and 
engineering, the iron and steel and 
forge-making industries. Branch com- 
mittees of the society are established 
on the Mersey and on the Clyde. In 
the case of new vessels, after the plans 
have been submitted to and approved 
by the committee, the building of the 
vessels proceeds under the supervision 
of the society's surveyors, who, when 
the vessels are completed, send a de- 
tailed report to the committee, by 
whom the class is assigned. The 
highest class for iron and steel ves- 
sels is represented by the character 
100A1, and for wooden vessels by Al. 
It is from the latter character that 
the phrase "Al at Lloyd's" is de- 
rived. In addition to the classifica- 
tion of vessels other duties have from 
time to time been entrusted to the 
society. Under the authority of Gov- 
ernment it controls the testing of an- 
chors and chains at all the public 
proving-houses in the country. Dur- 
ing the year ended June 30, 1909. 
over 345 miles of chain cable and 6,890 
anchors were tested. Lloyd's Regis- 
ter has, moreover, been entrusted by 
Parliament with the duty of assigning 
freeboards to vessels under the Mer- 
chant Shipping Act, 1894, and the 
load lines of 14,864 vessels have been 
dealt with by the committee. The 
society also conducts the testing of 
steel used in the construction of ves- 
sels and machinery. During the above- 
stated period 478,000 tons of steel 
were submitted to the tests required 
by the rules. 

A package of address tags of linen will not 
come amiss. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



191 



USE OF OIL TO CALM THE SEA. 

A substance, in order to be of use 
in subduing the violence of waves, 
should be capable (1) of spreading 
rapidly over the surface of the sea, 
(2) of making the tension of the ex- 
posed surface less than the surface- 
tension of water, and (3) of forming 
a continuous surface film, whose par- 
ticles are distinct from the particles 
of water and therefore do not share 
their orbital motion. 

The following liquids for calming 
the sea are listed in the order of their 
efficiency : Soapsuds, sperm oil, oil of 
turpentine, rapeseed oil, linseed oil, 
benzoin, ricinus oil, oil of almonds, oil 
of olives, petroleum. 

Of the substances named, petroleum 
spreads less rapidly than any of the 
others, its tendency to spread being 
only about one-half that of olive oil, 
one-third that of linseed oil, one-fourth 
that of sperm oil, and one-fifth that of 
soapsuds. This explains, in large part, 
why seamen have found it inferior to 
the other oils, especially those of ani- 
mal and vegetable origin, for calming 
the sea. 

According to theory, of all the 
liquids named, soap water is the best 
agent for preventing the growth of 
waves, both on account of its superior 
spreading power and the reduction of 
the surface tension that it brings 
about. 

Oil of turpentine ij the best of the 
oils for spreading and reducing the 
tendency of the wind to form waves 
and increase their size. Moreover, oil 
appears to have a great advantage 
over soap water, since it weighs less 
than water and does not mix with it. 

HEIGHT OF WAVES. 

Measurements of the United States Hydro- 
graphic Office and estimates of mariners and 
observers at sea indicate that the average 
height of all the waves running in a gale in 
the open ocean is about 20 feet, but the height 
of the individual waves is often found to vary 
in the proportion of one to two, and there is, 
in fact, in a fairly regular sea a not inconsider- 
able range of size among the waves. In any 
statement that we may make as to the size of 
the waves in a gale on the ocean we should 
not neglect the mention of the larger waves 
that occur at fairly frequent intervals. These, 
which may be termed the ordinary maximum 
waves, are perhaps what seamen really refer 
to when they state the size of waves met with 
during a storm at sea. "About 40 feet" is a 
common estimate of the height of the larger 
waves in a severe gale on the North Atlantic, 
and this estimate is really not incompatible 
with a recorded average of a little more than 
20 feet. 

It is difficult to say what may be the great- 
est height of the solitary or nearly solitary 



waves that are from time to time reported by 
mariners. The casual combination of the 
numerous independent undulations running 
on the sea presumably sometimes produces 
two or three succeeding ridges or two or three 
neighboring domes of water of considerably 
greater dimensions than those of the ordinary 
maximum waves of a storm. Although these 
large cumulative waves may be frequently 
produced, yet they will be comparatively 
seldom observed, because so small a fraction 
of the ocean's surface is at one time under 
observation. There are seemingly reliable 
accounts of cases in which these "topping 
seas" have reached the height of 60 feet. 

The best method of observing the height of 
waves at sea that is available to the ordinary 
mariner who is without special instrumental 
equipment is to mount the rigging or ascend 
to some other elevation above the vessel's 
deck untif high enough to just see the horizon 
over the top of the wave crest. Thus, if the 
deck is 15 feet above the water line and the 
observer mount 10 feet above the deck in 
order that he may just see a wave crest level 
with the horizon, the height of the wave is 25 
feet above the water line; and if at the time 
of observation the vessel rides upright in the 
trough of the wave the observed height will 
be the required height of the wave from the 
trough to crest without any correction or 
allowance whatever. Three or four sets of a 
dozen observations each, taken in this way, 
will give an excellent determination of the 
average height of the waves running during 
the period of the observations. 

OCEAN CLIMBING 

If one were to travel in a straight 
line from Southampton to New York 
he would be obliged to plough directly 
through the ocean and through the 
crust of the earth to a depth of about 
400 miles midway of his course owing 
to the curvature of the earth's surface. 
In other words, a vessel sailing be- 
tween the two ports mentioned would 
have to pursue a curved course that 
would rise 400 miles above the 
straight line connecting the two ports. 
Furthermore, there is an actual climb 
of the vessel in sailing over this course 
for the reason that New York is fur- 
ther from the center of the earth than 
is Southampton. We know that the 
diameter of the earth at the equator 
is twenty-seven miles greater than the 
diameter through the poles. It is due 
to this bulging of the earth toward the 
equator that New York, which is 10 
degrees further south than Southamp- 
ton, is actually over a mile further 
from the center of the earth. How- 
ever, no extra power is required to 
make this climb because the force that 
causes the earth to bulge at the 
equator acts on the vessel and lifts it, 
this force being the centrifugal force 
due to the rotation of the earth on its 
axis. 



192 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 




l EC Of MUTTON 






SLOOP WITH JI8 TOPSAIL 




NEWPORT CAT 



LATEEN RIGGED FELUCCA 




RIGS OF SAILING VESSELS. 



■ 

While there are not quite so many different 
rigs of sailing vessels as there are vessels, 
there are a great many, some of them differ- 
ing but slightly from others, and there is 
much confusion of nomenclature, even 
among those who should know better than to 
get the rigs mixed in their minds. To aid in 
dispelling misunderstandings as to the names 
of the rigs of vessels, or as to how certain 
named rigs are to be understood, the accom- 



panying illustrations have been prepared, 
showing a wide range from the smallest and 
the most simple sailing vessels to the largest 
and most complicated. . 

In the first place we may make a distinction 
by reason of the number of masts, which 
ranges from one to five. The second dis- 
tinction may be in the manner in which the 
sails are attached, extended, and maneuvered; 
some being on horizontal yards swinging 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



193 



crosswise of the mast, some on yards which 
lie obliquely to the horizontal, others having 
booms or gaffs attached at only one end to 
the mast, and others again having no spirit or 
spar by which to aid in their extension. 
Some sails are triangular, others have four 
well defined sides. Some vessels have all the 
sails centered at the masts, or are square 
rigged; in others all the sails are "fore and 
aft;" and others again have the sails on one 
or more masts of different type from those on 
the other or others; while in some, part of the 
sails on a mast are of one type and the rest of 
one or more others. 

Referring to the illustrations, and consider- 
ing only the number of masts : A to I inclusive 
have but one; J to X inclusive, two; and the 
rest have three. There are vessels having 
four and even five masts, but these do not 
require illustration as the sails on the other 
mast or masts are of the same general type as 
those on the three. 

- Of sails we have as distinct types No 5 A, 
which is a leg of mutton, having a boom to 
extend its lower edge; 5 B, which is a square 
sail, having its upper edge extended by a 
yard and found also at 4 and 5 L, M and 
N, 4 V, W, X, Y, Z, A A and BA; 5 X, Z, A A 
and BA, and 6 AA and BA. All these square 
sails have no yard to extend them on their 
lower edges. 

In vessels F and J there will be seen to be 
one long yard at an angle to the mast and 
having its lower end made fast to a convenient 
point below. This is called a lateen rig. 

In vessels D, E, G, H, I f * O, P, Q, R,.S, 
T, U, V, W, Y, all sails marked 5 are bent to 
the mast at their inner edge, and extended by 
a boom below and a gaff above. These are 
fore and aft sails. Other fore and aft sails, 
bent to stays and not to any mast, boom or 
yard, are the stay sails seen in vessels D, E, I, 
J, K, M, N, and on all the others from P on, 
inclusive. The particular sail on vessel A is 
a leg of mutton sail; on B, a lug sail or lugj on 
C, a split lug, differing from that on B by"bn,e 
portion being bent to the mast as well as to 
the yard above. In vessel K may be seen a 
"sliding gunter," the upper portion of which 
is extended by a spar which is hoisted along- 
side of the mast, constituting, practically, a 
sliding topmast; the sail being bent to both 
halves of the mast proper. On vessel L there 
is a dipping lug, and on M a three-quarter lug. 

In S we see a schooner the topsails of which, 
marked 12 and 13, are extended by the top- 
mast and the gaff; these being called gaff- 
topsails; while in T they have at their lower 
edges comparatively short spars called clubs, 
by which they may be more flatly strained 
than where the attachment is made directly 
to the corner (or clew) of the sail. In BB we 
see the topsails double; that is, instead of 
there being only one sail to the topmast, as 
in AD, 9, 10, 11, they are double, the upper 
half being bent to the regular yard above, and 
the other to a yard which is hoisted on the 
mast; the object being to enable the sail area 
to be more readily reduced than by reefing 
one large sail. 

Taking the different rigs in order as lettered, 
A, is a leg of mutton, B a lug, C a split lug, D 
a sloop (having a single mast and only fore 
and aft sails), E a sloop having a gaff topsail, 
F a lateen rig, G a skipjack (having no pow- 
sprit and no staysail nor topsail)? H a cat- 



boat (which differs from the skipjack only in 
the hull), I the cutter as known in the United 
States Navy (distinguished by being sloop 
rigged, with a square topsail instead of a gaff 
topsail or a club topsail), J a lateen rigged 
felucca, K a sliding gunter (having practically 
a sliding topmast to which as well as to the 
mast the sail is bent), L a dipping lug, M a 
three-quarter lug, N a standing lug (one 
lower corner of the sail being secured to the 
mast, and the lower edge being extended 
without a boom), O a pirogue (having no bow- 
sprit, no staysails, and no topsails, and being 
fitted with a lee board as shown), P a sloop 
yawl (having a small mast stepped astern and 
bearing a leg of mutton sail), Q a sloop yawl 
with a jigger. 

R is a schooner having two masts, both 
fore and aft rigged; this one having no top- 
sails and only one staysail; S a schooner with 
gaff topsails (sometimes called a gaff topsail 
schooner), T a schooner with club topsails 
(sometimes called a club topsail schooner), 
U a topsail schooner (having a square top- 
sail on the foremast and a gaff topsail on the 
mainmast), V a hermaphrodite or modified 
brig (two masted and having the foremast 
square rigged and the mainmast fore and aft 
rigged), W a brigantine (having two masts, 
the foremast being square rigged and the 
mainmast having square topsails and but a 
mainsail extended by gaff and boom), X a 
brig (a two masted vessel square rigged on 
both masts), Y a barkentine (having three 
masts, the foremast being square rigged and 
the othe'r two fore and aft rigged), Z a bark 
(having three masts, the foremast and main- 
mast being square rigged and the mizzenmast 
fore and aft rigged), A A a full rigged ship 
(having three masts, all square rigged), and 
BA a full rigged merchant ship (having double 
topsails as before explained). 

The sails as illustrated on all the vessels 
shown bear the same numbers for the same 
name throughout. In all, 1 is the flying jib, 
2 the jib, 3 the foretopmast staysail, 4 the 
foresail, 5 the mainsail, 6 the cross jack sail, 
7 the spanker, 8 the jigger, 9 the fore topsail, 
10 the main topsail, 11 the mizzen topsail, 12 
the fore gaff topsail, 13 the main gaff topsail, 
14, the main, topmast staysail, 15 the mizzen 
topmast staysail, 16 the lower fore topsail, 17 
the lower main topsail, 18 the lower mizzen 
topsail, 19 the upper fore topsail, 20 the upper 
main topsail, 21 the upper mizzen topsail, 22 
the fore topgallant sail, 23 the main top- 
gallant sail, 24 the mizzen topgallant sail, 25 
the fore royal, 26 the main royal, 27 the 
mizzen royal, 28 the main skysail, 29 the main 
topgallant staysail, 30 the mizzen topgallant 
staysail, 31 the jib topsail, 32 the fore trysail, 
33 the staysail, 34 the gaff topsail, 35 the main 
royal staysail. 

There are other kinds of sails not shown, as 
for instance studding sails, which are extend- 
ed by yards on square rigged vessels, and 
other staysails than those shown may be set 
when the wind is light and they can be used 
to advantage to catch any wind which would 
not otherwise act on the other sails. 

There are other rigs which embody the 
features of those already shown, such for 
example as the three masted, four masted, 
and five masted schooners, the four masted 
and five masted ships and the four masted 



194 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



shipentine, all of which are an extension of the 
rigs shown. 

BUOYS. 

In the United States it is customary to 
mark channels with red and black buoys. 
As the channel is entered from the sea the 
red buoys are on the starboard, or right side, 
and the black buoys on the port. Usually 
there is a difference in form between the two 
sets of buoys. The starboard or red buoys 
are of the type known as "nun" buoys, 



JL 




CAN BUOY 

sometimes called "nut" buoys, the part that 
projects out of the water being conical in 
form. The port or black buoys are of the 
type known as "can" buoys, the part that 
projects out of the water having the form of a 




NUN BUOY 

plain cylinder or else a slightly tapered 
cylinder. In winter weather in waters where 
there is apt to be a great deal of ice, "spar" 
buoys are used instead of "can" and "nun" 



buoys, the "spar " buoys having the shape of 
a spar as the name implies. In Europe buoys 
are not as consistently used as in the United 
States and it is impossible for us to summarize 
here the significance of the different buoys in 
various European ports. At night certain 
channels are marked by "light" buoys; that 
is, buoys fitted with acetylene, Pintsch gas, 
or electric lights. 



NAUTICAL TERMS 

Abaft: Toward the stern or end of the vessel. 

Aft: Toward the stern or end of the vessel. 

Alleyway: The ship's passageway. 

Altitude: This is the angular distance of 
of the pole above the horizon. 

Bower Anchor: This is an anchor which is 
ready for immediate use. 

Bulkhead: A longitudinal or transverse 
partition. 

Cart: A sea map. 

Deadlight: This is a covering of w ( ood or 
metal used in severe weather to protect glass 
portholes or windows. 

Equinox: This is the equal length of the day 
and night occurring toward the end of March 
and September. 

Ebb-Tide: Falling tide. 

Forward. Toward the bow or front of the 
vessel. 

Fore-and-aft: This refers to the length of 
the ship. 

Fo'castle: This was formerly the seamen's 
quarters, but in the modern vessel they are 
quartered almost anywhere near their work. 

Fathom: Six feet. 

Flood-Tide: Rising tide. 

Galley. This is the kitchen. 

Height of tide: This is the difference be- 
tween the level of high water and that of low 
water. 

Larboard: The opposite of starboard; port 
is the later and more preferred term. 

Lee-side: This is the side away from the 
wind. 

Latitude: Distance directly North or South 
of the Equator. 

Longitude: Distance directly East or West 
of the meridian of Greenwich. 

Lights of vessels: These are the port and 
starboard lights, red and green, respectively, 
besides a white light in the foretop. 

Mid-ship : This means the point which is 
equidistant between the bow and the stern. 

Neap-tide: This is low tide caused by the 
sun and moon being farthest apart. 

Port: This is the left-hand side of the ship 
looking toward the bow. 

Porthole: A stateroom window secured in a 
massive metal ring adapted to be closed 
tightly. 

Starboard. This is the right-hand side of 
the ship looking toward the bow. 

Scuppers: Channels for water, usually at 
the outer edge of the deck. 

Soundings: Depth of water in fathoms. 

Spring-tide: This is high tide caused by the 
sun and moon being on the meridian together. 

Sheet-anchor. This is a spare anchor which 
is reserved for emergencies. 

Thwartship: Crosswise to the ship. 

Weather-side: This is the side of the ship 
toward the wind. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



195 



TABLE SHOWING THE DISTANCE OF THE HORIZON 
AT DIFFERENT ELEVATIONS. 



-a 


i Distance 


£ 


Distance 




Distance 




Distance 




Distance 


,M 


to 


■% 


to 


_M 


to 


bO 


to 


.M 


to 


'5 

w 


Horizon 


0) 

- « 


Horizon 


'53 
K 


Horizon 


"6 

w 


Horizon 


'5 

m 


Horizon 


Feet 


Nautical 


Feet 


Nautical 


Feet 


Nautical 


Feet 


Nautical 


Feet 


Nautical 




Miles. 




Miles. 




Miles. 




Miles. 




Miles. 


1 


1.15 


33 


6.60 


85 


10.59 


245 


17.98 


450 


24.36 


2 


1.62 


34 


6.70 


90 


10.90 


250 


18.16 


460 


24.63 


3 


1.99 


35 


6.80 


95 


11.19 


255 


18.34 


470 


24.90 


4 


2.30 


36 


6.89 


100 


11.48 


260 


18.52 


480 


25.16 


5 


2.57 


37 


6.99 


105 


11.77 


265 


18.70 


490 


25.42 


6 


2.81 


38 


7.08 


110 


12.05 


270 


18.87 


500 


25.68 


7 


3.04 


39 


7.17 


115 


12.32 


275 


19.05 


510 


25.94 


8 


3.25 


40 


7.26 


120 


12.58 


280 


19.22 


520 


26.19 


9 


3.45 


41 


7.35 


125 


12.84 


285 


19.39 


530 


26.44 


10 


3.63 


42 


7.44 


130 


13.10 


290 


19.56 


540 


26.69 


11 


3.81 


43 


7.53 


135 


13.35 


295 


19.73 


550 


26.93 


12 


3.98 


44 


7.62 


140 


13.60 


300 


19.89 


560 


27.18 


13 


4.14 


45 


7.70 


145 


13.83 


305 


20.06 


570 


27.42 


14 


4.30 


46 


7.79 


150 


14.06 


310 


20.22 


580 


27.66 


15 


4.45 


47 


7.87 


155 


14.30 


315 


20.38 


590 


27.90 


16 


4.59 


48 


7.96 


160 


14.53 


320 


20.55 


600 


28.13 


17 


4.74 


49 


8.04 


165 


14.75 


325 


20.71 


610 


28.37 


IS 


4.87 


50 


8.12 


170 


14.97 


330 


20.86 


620 


28.60 


19 


5.01 


51 


8.20 


175 


15.19 


335 


21.02 


630 


28.83 


20 


5.14 


52 


8.29 


180 


15.41 


340 


21.18 


640 


29.06 


21 


5.26 


53 


8.36 


185 


15.62 


345 


21.33 


650 


29.28 


22 


5.39 


54 


8.44 


190 


15.83 


350 


21.49 


660 


29.51 


23 


5.51 


55 


8.50 


195 


16.04 


355 


21 64 


670 


29 73 


24 


5.63 


56 


8.60 


200 


16.24 


360 


21.79 


680 


29.95 


25 


5.74 


57 


8.67 


205 


16.44 


370 


22.09 


690 


30.17 


26 


5.86 


58 


8.75 


210 


16.64 


380 


22.39 


700 


30.39 


27 


5.97 


59 


8.82 


215 


16.84 


390 


22.68 


710 


30.60 


28 


6.08 


60 


8.90 


220 


17.03 


400 


22.97 


720 


30.82 


29 


6.19 


65 


9.26 


225 


17.23 


410 


23.26 


730 


31.03 


30 


6.29 


70 


9.61 


230 


17.42 


420 


23.54 


740 


31.24 


31 


6.40 


75 


9.95 


235 


17.61 


430 


23.82 


750 


81.45 


32 


6.50 


80 


10.27 


240 I 

I 


17.79 


440 


24.09 


760 


31.66 



By this Table also the distance can be ascertained at which an object can be seen according 
to its elevation and the elevation of the eye of the observer. 

EXAMPLE. — A tower 200 feet high will be visible at 20| miles to an observer whose eye 
is elevated 15 feet above the water. Thus: — 

15 feet elevation distance visible 4.45 nautical miles 1 OA ~ n .■ , _■. 
2qq <« " <» 16 24 " " l = ^".09 nautical miles. 



A FEW FIGURES ABOUT BRITISH 
LIGHTS. 

The following are a few facts about 
British lights taken from a unique pub- 
lication called the Lightkeeper, which 
is devoted to the interests of light- 
keepers all over the world, and is pub- 
lished in Belfast, Ireland : 

The lighting of the coasts and har- 
bors of the Three Kingdoms is managed 
by three general lighthouse authorities, 
namely, the Trinity House for England 
and Wales, the Commissioners of North- 



ern Lighthouses for Scotland, and the 
Commissioners of Irish Lights for Ire- 
land, and by a number of local lighting 
authorities. 

Commissioners of Northern Light- 
houses. 
The number of lightkeepers, etc., em- 
ployed at the 91 stations under the 
Scottish Board is 290, and there are 
four steamers and tugs for visiting pur- 
poses, as well as one light-vessel, with 
crews of 105 men. The total number of 
men employed is 410,. and the average 



196 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



annual cost of the service during the 
seven years from 1900 to 1906 amounted 
to £92,642. 

COMMISSIONEKS OF IRISH LIGHTS. 

The number of lightkeepers employed 
is 180 at 74 stations, and there are 11 
light-vessels and three steamers with 




crews of 205 men. There is also a 
store depot and a small engineering es- 
tablishment at Kingstown, with 25 per- 
manent employees, men coming in from 
light-vessels being also made use of tem- 
porarily at these workshops. The total 
number of men employed by the Irish 
Lights Commissioners is 434, and the 
average annual cost of the service dur- 
ing the seven years from 1900 to 1906 
amounted to £117,389. 

TRINITY HOUSE. 

Trinity House was incorporated in 
the year 1514, by King Henry VIII. 
In the present day the Trinity House 
exists in several capacities: (1) As 
the General Lighthouse Authority for 
England and Wales, the Channel 
Islands, and Gibraltar, it deals with 
the lighthouses, light-vessels, buoys, 
beacons, fog-signals and removal of 
dangerous wrecks on the shores, exer- 
cising control over the local light au- 
thorities within their own area, as 
well as over the other general light- 
house authorities of the United King- 
dom. There are district stations at 
Blackwall, Sunderland, Yarmouth, 
Harwich, Ramsgate, Cowes, Penzance, 
Milford Haven, Cardiff, Holyhead and 
Gibraltar. (2) As the Chief Pilotage 



Authority of the kingdom it has the 
management of all matters relating 
to pilots and pilotage in the London, 
English Channel, and certain other 
districts on the coasts. (3) As an 
Ancient Corporation it possesses es- 
tates and almshouses, and awards pen- 
sions and bounties to distressed mari- 
ners and their widows. (4) As 
Nautical Advisers two of the Elder 
Brethren in turn assist the judges in 
the Admiralty Division of the High 
Courts of Justice in determining ma- 
rine causes tried at law. The Elder 
Brethren consist of members of the 
Royal Family and statesmen (eleven 
in number), retired officers of high 
rank in the Royal Navy, and com- 
manders in the mercantile marine 
(thirteen in number). 

STARBOARD AND PORT 

The right-hand side of a ship is 
called "starboard" and the left-hand 
side is called "port." The name for 
the left-hand side used to be "lar- 
board," but in order to avoid confusion 
due to the similarity in the sound of 
the words "larboard" was changed to 
"port." To distinguish the two sides 
of a ship the starboard side at night 
is provided with a green light and the 
port side with a red light. To assist 
one in remembering which is which it 
is 1 commonly pointed out that "port," 
like port wine, is red. Another rule to 
assist in remembering the sides repre- 
sented by "starboard" and "port" is to 
arrange the words alphabetically thus : 
Left, "port"; right, "starboard." In 
German "starboard" is "steuerbord" 
and "port" "backbord," while in 
French "starboard" is "tribord" and 
"port" is "babord." 



PORTS/DE 



J?ore eruil $ 

of TesseV*-~TM 
^ WNA 




5TARBOARDS/DS 




FWk 




IS 
$ 



Tof'^efLcL 



WHA 



PLIMSOLL MARK. 



Through his occupation as a coal dealer 
Samuel Phmsoll, the English reformer, known 
as "the sailor's friend," became interested 
in the condition of sailors and the dangers to 
which they were exposed by unscrupulous 
overloading of heavily insured vessels. This 
induced him to enter Parliament in 1868 as 
a member for Derby. In 1873 he published 
"Our Seamen," which succeeded in its pur- 
pose of arousing public attention, and in 



1876 the Merchant Shipping Act embodying 
many of his demands was passed. Among 
its provisions was a mark known as the 
Plimsoll mark to indicate the maximum 
load line of the ship. This has since been 
required on all English vessels. 

I. S. means Indian Summer. 

F. W. means Fresh Water. 

W. means Winter. 

W. N. A. means Winter North Atlantic. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



197 




The 
above 



Knots, 
KNOTS AND HITCHES 

knots and hitches represented in the 
engraving are as follows. 



1 . Simple overhand knot. 

2. Slip-knot seized. 

3. Single bow-knot. 

4. Squaie or ruf-knot. 
Square bow-knot. 
Weaver's knot. 
German or figure-of-8 knot. 
Two half-hitches, or artificer's knot. 
Double artificer's knot. 

10. Simple galley-knot. 

11. Capstan, or prolonged knot. 

12. Bowline-knot. 

13. Rolling-hitch. 

14. Clove-hitch. 

15. Blackwall-hitch 

16. Timber-hitch. 

17. Bowline on a bight. 

18. Running bowline. 

19. Catspaw. 

20. Doubled running-knot. 

21. Double knot. 
Sixfold knot. 
Boat-knot. 
Lark's head 
Lark's head. 
Simple boat-knot. 
Loop-knot. 
Double Flemish knot. 
Running-knot checked. 
Crossed running-knot. 

31. Lashing knot. 

32. Rosette. 
Chain-knot. 
Double chain-knot. 

Double running-knot, with check-knot. 
Double twist-knot. 
Builder's knot. 
Double Flemish knot. 
English knot. 
Shortening-knot. 

41. Shortening-knot. 

42. Sheep-shank. 

43. Dog-shank. 

44. Mooring knot. 

45. Mooring-knot. 

46. Mooring-knot. 

47. Pigtail worked on the end of a rope. 

48. Shroud-knot. 

49. A bend or knot used by sailors in mak- 
ing fast to a spar or a bucket handle before 
casting overboard; it will not run. Also 
used by horsemen for a loop around the jaw 
of a colt in breaking; the running end, after 
passing over the head of the animal and 
through the looo, will not jam therein. 



22. 
23. 
24. 
25. 
26. 
27. 
28. 
29. 
30. 



33 
34. 
35. 
36. 
37. 
38. 
39. 
40. 



FISHES OF THE DEEP SEA. 

The deep sea is commonly regarded as 
commencing where the rays of sunlight 
cease to penetrate (which is estimated to be 
less than 1200 feet below the surface), and 
may extend to twenty times that distance or 
even more down to the bottom of the ocean. 
Fishes have been dredged from below 12,000 
feet. In the deep sea utter darkness per- 
petually prevails, and an unvarying tempera- 



ture as cold as ice, with a pressure ranging, 
according to depth, from a quarter to three 
or four tons upon every square inch of sur- 
face. But instead of the total darkness 
invariably abolishing the organs of vision by 
disuse, we find that the deep-sea fishes com- 
monly possess eyes, while only a few are blind. 
In this connection it may be remarked that 
some surface-water inhabitants are also 
blind. There are evidences, however, which 
appear to be characteristic qualities of deep- 
sea fishes, namely, weak connective tissue 
and extremely delicate fin muscles, indicating 



198 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



still-water conditions: also thin fibrous bones, 
full of cavities, indicating high-pressure 
conditions While these peculiarities are 
doubtless well adapted for deep-sea life, an 
idea of their unfitness for superficial waters 
may be gleaned from the following extract 
from Dr. Alcock's book, which records his 
observations as naturalist to the ship "In- 
vestigator" of the British navy. He says: 
" When a deep-sea fish is brought to the sur- 




CHASMODON NIGEE (CAETEE;. 
Fish 656 inches long containing in its stomach a flsh 10J4 inches long. 

face, how gradually and carefully soever, its 
bones are often like so much touchwood and 
its muscles like rotten pulp, while its eyes are 
burst from its sockets, and its viscera are 
often blown out of the body cavity by the 
expansion of the air bladder." It frequently 
happens that deep-sea fishes are found 
floating helplessly on the surface of the ocean, 
with large prey in their stomachs. Their 
appearance under these circumstances is 




IIOCETUS MUEEAYI (GUNTHEE). 
A fish lees than 4 iDCbes long with a fi6h in its stomach 7 Yi inches long. 

accounted for by the efforts of their struggling 
victims to escape from their jaws, causing 
them to ascend beyond the horizontal zone 
which they usually inhabit. 

In addition to the extraordinary rapacious- 
ness of certain deep-sea fishes, there are many 
which are remarkable for their possession of 
illuminating organs. These attributes are 
not limited to deep-sea fishes, but among 
these fishes there are examples which eclipse 
anything elsewhere found. With the excep- 



tion of the so-called "lures" of deep-sea fishes, 
their luminous organs appear to be modified 
mucous glands, which produce the " phos- 
phorescent" light. These are said not to 
exist in the small-eyed fishes, which, instead, 
possess sensitive organs of touch. But illu- 
minating power may exist without phos- 
phorescent glands. The deep-sea " angler" or 
"sea-devil" has a rod-like barbel rising from 
its head and ending in luminous filaments, 
which are supposed to act as lures for other 
fishes. According to Gunther, fishes have 
frequently been taken from the stomach of 
the "angler" quite as large as itself. It is 
commonly from three to six feet long. 

The specimen of the Chiasmodus niger here 
illustrated is six and five-eighths of an inch 
long, but contains a fish in its stomach which 
is ten and a half inches long. The stomach of 
the devourer is stretched as thin as gold- 
beater's skin. It has hooked teeth, and 
teeth which cross each other from opposite 
sides of the mouth. The empty stomach is 
contracted and folded up, and projects but 
little below the abdomen." 



Noto£copelue rcepleDdens. 




3.— Coiyoolophup RolnhnrdU. 
SOME PHOSPHORESCENT PISHES OF THE DEEP SEA. 

The color of deep-sea fishes is commonly 
black or dark brown. But although it is 
claimed that light is essential to the formation 
of colors, some deep-sea fishes are scarlet in 
parts, or uniform red or rcny. Others are 
silvery white, while according to Alcock the 
Neocopelus is "one dazzling sheen of purple 
and silver and burnished gold, amid which is 
a sparkling constellation of luminous organs." 



It is found that three-quarters of the passen- 
gers on German liners read English books. 
English, French, and German books are 
provided on nearly all of the steamers. The 
proportion on a German line out of 22,000 
volumes is 12,000 German, 7,300 English, 
1,800 French,700 Spanish, 200 Portuguese, and 
100 Italian. These books are not selected at 
random, but a special librarian has_ charge of 
the supervision of all of the libraries on the 
line. When books become very shabby by 
use in the cabin, they are turned over to 
libraries for the crew. When their usefulness 
has come to an end the books are sent to the 
paper mill and the proceeds arc given to the 
seamen's fund; thus the printed book occupies 
all positions from the cabin to the steerage. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



199 



ANIMALS OBSERVED IN THE 
ATLANTIC OCEAN 

By Prof. C. F. Holder. 

During a passage across the Atlan- 
tic Ocean, either from New York to 
Liverpool, or to the South American 
ports, the traveler, or tourist, observes 
a large number of extremely interest- 
ing animals, and leaving the port of 
New York one cannot help observing 
a great variety of bird life, especially 
in the vicinity of the lower bay and 
off Long Island, a large number of 
gulls and shore birds, flocks of ducks 
and geese on the following morning 
after sailing. The tourist, if he looks 
astern in the wake of the ship, will 
see following along large numbers of 
one of the most interesting birds of 
the ocean, the petrel, Mother Carey's 
chicken. These birds apparently fol- 
low the vessel entirely across the At- 
lantic ; they are found one thousand 
miles out at sea, and undoubtedly re- 
main for days and weeks at a time, 
in the non-breeding season, many 
miles out from shore. 

Vessels often meet land birds far 
out at sea, being some individuals 
blown off on the lines of bird migra- 
tion. During a recent trip taken by 
the writer from New York to New 
Orleans, large numbers of land birds 
boarded the ship while out to sea, 
which were blown off shore in a hur- 
ricane, and up the Gulf of Mexico 
in its very center we were accompa- 
nied by a flock of hawks, woodpeck- 
ers and birds of various kinds, all of 
which were so weary they came aboard 
the ship and tried to alight on the 
masts and rigging, One of the wood- 
peckers was so weary that I succeeded 
in catching it in my hand and car- 
ried it into my stateroom until the 
ship sighted the coast of Florida. 

Along the Atlantic Ocean, within 
several hundred miles of land, many 
large fishes are met with, one, espe- 
cially, off the New England coast, be- 
ing the basking shark, an enormous 
shark that weighs from twenty to 
thirty tons and attains a length of 
sixty or seventy feet. During the 
Revolution, or about that period, there 
was a very extensive shark fishery off 
the New England coast, quite as im- 
portant as the sword fishery is to- 
day. These enormous sharks are har- 
pooned for their oil, and the captain 
of one of the vessels told me that in 
the early GO's he ran alongside of 
one of these sharks that was longer 



than his vessel, this indicating a fish 
over sixty feet long. 

The ocean traveler is also liable to 
see a large number of marine mam- 
mals, whales, porpoises, dolphins, and 
many more ; at least three or four 
different kinds of whales will be seen 
in crossing the Atlantic, several kinds 
of porpoises, and if one has very good 
luck they will see the great killer, 
Orca gladiator, which will be recog- 
nized by its tall dorsal fin, which 
stands up like the sail or mast of a 
ship. These whales are from twenty 
to twenty-five feet in length and are 
famous for their ferocious attacks 
upon the whalebone whales, which are 
absolutely defenseless. The killers 
seize them by the side of their mouth, 
tear the mouth open and literally 
wrench the enormous tongue from 
these whalebone whales. 




THE ALBATROSS. 



Very similar in appearance to the 
killer is the black fish, also a whale 
eighteen to twenty feet long. These 
go in large schools, and a few hun- 
dred years ago several hundred of 
them ran aground in a storm on Cape 
Cod and were killed by the inhabitants 
riding out into the shallow water and 
killing them with pitchforks, a most 
remarkable method of going fishing. 

The most interesting group of these 
animals will be the dolphins, the bot- 
tle-nose dolphin and the ordinary por- 
poise, the smallest members of the 
tribe. They will be seen swimming 
by the cutwater of the ship and mov- 
ing so rapidly that they pass back and 
forth in front of the cutwater of big 
ships like the Lusitania, even when 
she is going twenty-five or thirty miles 
an hour. Again, great schools of por- 
poises will be seen dashing along the 



200 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



surface of the ocean, rising and sink- 
ing, splashing the water into the air, 
creating the impression that they are 
very much larger than they are. 

Vessels on the northern coast of 
Newfoundland, in the longitude of Ice- 
land, occasionally see specimens of the 
narwhal. This is the original of the 
unicorn of legend, as it has extending 
out from the head a long, twisted horn 
of ivory, which really is of little im- 
portance as a weapon of defense, or 
even obtaining food, being simply an 



by shooting them with rifles. Several 
vessels about this region, especially in 
the vicinity of St. John's, Newfound- 
land, and off the George's banks, have 
observed gigantic specimens of the 
squid, from fifty to seventy feet long, 
and a number of years ago there ap- 
peared to be an epidemic among these 
animals, and fifteen or twenty of them 
were seen by the crews of ships, drift- 
ing around on the surface, some of 
them partly alive ; and the writer saw 
one specimen, which was taken at this 




Photo, by Roy C. Andrews of American 
Museum of Natural History. 



"THERE SHE BLOWS '—FINBACK WHALE SPOUTING. 



abnormal development of one of the 
teeth. These whales attain a length 
of about fifteen feet and are of a light 
color, often with black spots, very at- 
tractive and beautiful creatures. 

If the ship is making the trip from 
Montreal to Liverpool, crossing the 
great bay at the mouth of the St. 
Lawrence, large numbers of white 
whales will be seen. They are so 
nearly white that, when observed, 
their heads look like patches of cotton 
on the surface. The Indians from the 
various rivers of the north catch them 



time and brought down to New York, 
that was about thirty-five feet long. 
It is this animal, when seen rushing 
along the surface with its tail out of 
the water, that people consider a sea 
serpent, as the tail is pointed, and the 
long tentacles rising and falling have 
the appearance of an undulating, 
snake-like body. In all the ancient 
works on natural history, dating back 
to the seventeenth century, the giant 
squid and the narwhal undoubtedly 
formed the base of a great many ex- 
traordinary fish stories ; as an example. 





Q 



* * * * 

* * * f 

* * * * ♦ * * 



FLAGOFTHEPRESIDENT. 



U.S. FLAG. 



U.S.UNIONJACK. 



CP 







REVCNUEFLAG. 



BELGIUM. 



BRAZIL. 






CHILE 



CRETE. 



Cuba 



O 





_ 



ECUADOR. 



FRANCE. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



201 



the "Live Island" described by Magnus 
and Bishop Pontoppipan of Norway. 

In tiie course of a trip across the 
ocean, a number of interesting fishes 
may be observed besides sharks. Sev- 
eral specimens of flying fish may be 
seen, and once in a great while the 
big ribbon fish which resembles a sil- 
very ribbon, its appearance at the 
surface being entirely accidental, as 
it is a deep-sea form. Occasionally 
the great white shark is observed, espe- 
cially following transports loaded with 
horses or cattle which are liable to 
be thrown overboard, and in the Brit- 
ish Museum in London there is a 
specimen over twenty-five feet in 
length found in the Atlantic and 
killed by the gun of a man-of-war. 

If the ship should make the ports 
to the south impinging on the Sar- 
gasso Sea, a very interesting group of 
fishes will be seen, which live in this 
great vortex of seaweed. Nearly all 
of these fishes partake of the peculiar 
tint and color of the seaweed, finding 
protection in this mimicry. One of 
these fishes not only resembles the 
weed in color but in shape, its head 
and various parts of the body being 
cut up into little seeming tentacles 
that resemble the' fronds of the sea- 
weed. This interesting fish is said to 
build a nest in the weed, binding it 
up in the shape of a large ball, or 
about the size of a man's head, attach- 
ing its eggs to the various branches. 
Not only do the fishes mimic this weed, 
but all the crabs and shrimps and 
animals of all kinds seem to have 
b*een painted in this way. 

Floating along in the ocean we may 
find the great leather turtle, the lar- 
gest of its kind known, with peculiar 
ridges extending from the head to the 
tail instead of scales, and in the South 
Atlantic you may see the loggerhead 
and the green turtle, the two latter 
not venturing so far from land as the 
first mentioned, which is a distinctive- 
ly pelagic form. 

It is an interesting fact, which the 
sojourner on the ocean will undoubted- 
ly notice, that certain parts of the 
ocean, so far as the animal life is 
concerned, are deserts ; that is, no ani- 
mal life is seen, except the very minute 
forms of jelly fishes, and from these 
locations the ship will enter a great 
vortex, like the one which has formed 
the Sargasso Sea, where enormous con- 
gregations of animal life may be seen, 
attracted, doubtless, by the food sup- 
ply. 

While the larger animals one mav 



see crossing the ocean are interesting, 
the smaller ones, as the jelly fishes and 
other forms, are equally if not more 
attractive. Thousands of different 
kinds of jelly fishes are seen, espe- 




Photo. by Roy C. Andrews of 
Am. Museum of Natural Hist. 

TAIL OF A DIVING HUMPBACK WHALE 

cially in the Gulf Stream, and if they 
are not recognized during the day- 
time they manifest themselves at 
night by the wonderful phosphores- 
cence of the ocean, as every gleam of 
light which is seen tells the story of 
one, or millions of minute animal 
forms, many of which are so extremely 
small that their presence would never 
be suspected, or recognized, if it were 
not for this radiating power which 
they have and about which very little 
is known. 

The larger of the jelly fishes which 
one sees from a ship is known to 
science as the Cyanea artica, and will 
be met with, in vast numbers, off the 
Georgia's banks, often coming in near 
Cape Cod and into Massachusetts Bay, 
where some years ago Professor Agas- 
siz found one whose disc was six feet 
across and whose tentacles were esti- 
mated at one hundred and twenty-five 



202 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



feet long. This animal, when lum- 
inous, as it often is, must have rep- 
resented a vast fiery comet dashing 
through the waters. These jelly fishes 
range from this giant down to minute 
forms that are almost invisible to the 
naked eye, nearly all being classic in 
their beauty of shape and the remarka- 
ble tints of pink and blue and red and 
white and lavender which mark them. 
If we could examine one of these large 
jelly fishes we would find almost every 
one of them formed a sort of um- 
brella or protection to a number of 
very small fishes of the mackerel fa- 
mily, which live up under the tenta- 
cles, and some, curiously enough, have 
taken on the tint and color, and often 
exactly the shade of the jelly fish, 
and it is often difficult to distinguish 




COMMON TERN ON THE SHORE 

them from the long tentacles which go 
streaming away from the animal. 

The great river of the ocean, known 
as the Gulf Stream, which comes 
sweeping up from Florida, crosses to 
England, then passes down the coast 
of Europe, forming the great vortex 
of the Sargasso Sea, brings from the 
tropics large numbers of interesting 
animals. One of these is the Por- 
tuguese man-of-war, common enough 
in the Gulf of Mexico and other 
tropical places, and often noticed from 
the decks of the trans-Atlantic liners. 
This animal is a little ballopn-like 
object, four or five inches long, bear- 
ing on its upper portion a sail tinted 
with pink, and below, under w T ater, 
streaming away from it, is a mass of 
purple tentacles of the most virulent 
and dangerous character. These seem 
to be imbued with a poison which af- 
fects small fishes exactly as would an 
electric shock ; the moment they touch 



it they turn over and die. Sometimes 
thousands of these dainty craft will 
be seen blowing over the ocean, sailing 
before the wind, trailing their long 
tentacles twenty or thirty feet, which 
are in reality so many fishing lines and 
lures to attract their prey, the small 
fishes. Under this painted ship is 
found a little fish called the nomeus, 
which is colored the exact tint of the 
tentacular parts of the Portuguese 
man-of-war, one of the most remarka- 
ble cases of mimicry known in the 
entire animal kingdom. Sometimes 
these animals are carried over to Eng- 
land and washed ashore along the 
Straits of Dover. 

On the English side of the Atlantic 
we may notice the great tuna, or horse 
mackerel, one of the largest of the 
fishes, which ranges up to one thou- 
sand pounds and which may be met 
in its migrations from the Mediter- 
ranean Sea north as far as the north- 
ern part of Ireland. These fishes con- 
stitute one of the most valuable in- 
dustries along the coast of Italy and 
North Africa, being taken in enormous 
nets several miles in length, the en- 
tire business being very picturesque, 
as the fishermen, previous to the time 
of catching them, parade through the 
streets of all the towns and evoke 
the saints and the Virgin to make 
the catch as large and profitable as 
possible. 

Doubtless there are people who can 
cross the Atlantic several times a 
year and never observe anything, but 
the traveler, or tourist, with his or 
her eyes open, cannot fail to be en- 
tertained by the vast array of ani- 
mal life which is almost invariably 
present some time during the day or 
night. 

One of the most interesting and 
persistent animals to be met with is 
the noctiluca, the smallest and at the 
same time one which makes the great- 
est display. It is not larger than a 
currant, or a small shot, yet so mar- 
velous is its power of emitting light, 
that if a number are taken and placed 
in a goblet of water they will illumine 
a room almost sufficiently to read by. 
A very much larger animal, also found 
in the Atlantic, is the pyrosoma, or 
fire body, which, when placed in a 
glass globe and disturbed, emits a most 
extraordinary light. In fact, one of 
the French expeditions captured one 
of them about four feet long, had it 
swung in the cabin, actually succeed- 
ing in writing a history of the animal 
by its own light. 



o 



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o 



AUSTRIA -HUNGARY. ARGENTINA. 




CHINA. 



O 




COLOMBIA 




COSTA RICA. 



DENMARK GERMANY 



GREAT BRITAIN 




ROYAL NAVAL RESERVE. 
(with badge, 
home and colonial government departments i 




GREECE. 



O 



GUATEMALA. 



HAITI 




Wm 



Ml*Z 



HONDURAS 



ITALY 



JAPAN 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



203 



RED™] £ 

*^ BLUE 



RIO 



YELLOW 



GREEN 



WHITE 



BLACK 



RED 




AUSTRALIA 



BOLIV/A 

HERCHAMT 



BULGARIA 

MERCHANT 



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SWITZERLAND TRANSVAAL 



204 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



RED 



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Pi 101 FLAG 
ARGENTINE REPUBLIC 



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□ 



RED- 



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PILOT FLAG 
DENMARK 



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pilot flag 
Russia 



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HOMEWARD- BOUND PENNANT 



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NORWAY. 



PERSIA. 



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FLAGS AND PENNANTS TO BE USED IN THE INTERNATIONAL CODE. 



ri 





B 



^ = :: m 




3 





D 






"Code Flag " and 
'Answering Pennant." 



When used as the "Code 
Flag " it is to be hoisted under 
the ensign. 



When used as the "An- 
swering Pennant" it is to be 
hoisted at the masthead or 
where best seen. 






• fa 




To open communication by the old Code, 
:show the ensign with the pennant under it, 



Li p 




SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



205 



FLAG SIGNALS ADOPTED FROM THE INTERNATIONAL COMMERCIAL CODE 

SIGNAL BOOK. 



N 
C 
D 
C 

E 

Y 

H 
I 

B 
J 
J 
D 

F 
Z 

F 

R 

I 
E 
D 

R 

I 

I' 

K 
E 
K 
C 

A 

I) 

N 
M 

N 
O 
Y 
F 

Y 

L 

Y 

<; 

Y 
P 



In distress; want immediate assistance. 
We are coming to your assistance. 



W ) 

F > Slack away. 

Q i 
K | 



, ^ . ,, , , , , • „ ™ - Shift your berth. Y r our berth is not safe 

I Do not attempt to land in your own I 1 j 

f boats. 

- Damaged rudder ; can not steer. 



[• Engines broken down ; I am disabled. 
- Y'ou are standing into danger. 



Heavy weather coming; look sharp. 



r Bar is impassable. 
VCast oft. 

[-Make fast — to — 

I Lights, or Fires will be kept at the best 
) place for coming on shore. 



p [ Hold on until high water. 

tt - Remain by the ship. 

p - Abandon the vessel as fast as possible 

£ [■ Landing is impossible. 

p r Look out for rocket line (or, line). 

K j Endeavor to send a line by boat (cask, 

A j kite, raft, etc.). 

C I No assistance can be rendered ; do the 

X j best you can for yourselves. 

K ! Lookout will be kept on the beach all 

G j night. 

£ ;• I must abandon the vessel. 



j- Keep a light burning. „ ^ P j. Want a pilot 

) Do not abandon the vessel until the tide 
\ has ebbed. 



,- I am on fire. 

) I am sinking (or, on fire); send all avail- 
S able boats to save passengers and crew. 



Want assistance; mutiny. 

Want immediate medical assistance. 



I Want a boat immediately (if more than 
j one, number to follow). 
I Want a tug (if more than one, number to 
i follow). 



V ' What is name of ship or Signal Station 
G \" in sight? 

D I Repeat ship's name; your flags were not 
U j made out. 

)v (Signal not understood, though the flags 
^ \ are distinguished. 

N 

G > I can not make out the flags (or, signals). 
X 

C Assent — Yes. 

D Negative — No. 



DISTRESS SIGNALS. 



(Article 31 of International Rules.) 



When a vessel is in distress and requires 
assistance from other vessels or from the 
shore the following shall be the signals to be 
used or displayed by her, either together or 
separately, namely. 

In the daytime — 

(1) A. gun or other explosive signal fired at 
intervals of about a minute 

(2) The International Code signal of dis- 
tress indicated by N C. 

(3) The distance signal, consisting of a 
square flag, having either above or below it a 
ball or anything resembling a ball. 

(4) The distant signal, consisting of a cone, 



point upward, having either above it or below 
it a ball or anything resembling a ball. 

(5) A continuous sounding with any fog- 
signal apparatus. 

At night — 

(1) A gun or other explosive signal fired at 
intervals of about a minute. 

(2) Flames on the vessel (as from a burn- 
ing tar barrel, oil barrel, and so forth). 

(3) Rockets or shells throwing stars of any 
color or description, fired- one at a time, at 
short intervals. 

(4) A continuous sounding with any fog- 
signal apparatus. 



20() 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



SPECIAL DISTANT SIGNALS. 

Made by a single hoist followed by the STOP signal. Arranged 
numerically for reading off a signal. 



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SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



207 






3 3 2 Enemy is closing with you, 
or, You are closing with 
the enemy. 

3 4 2 Keep a good look-out, as it 
is reported that enemy's 
men-of-war are going about 
disguised as merchantmen. 



4 12 Proceed on your voyage. 



The information relative to the In- 
ternational Code is taken from the 
thirty-fifth annual list of the merchant 
vessels of the United States and is 
published by the Bureau of Naviga- 
tion, Department of Commerce and 
Labor. 



THE FOLLOWING DISTANT SIGNALS MADE WITH FLAG AND BALL, OR PENNANT AND 
BALL, HAVE THE SPECIAL SIGNIFICATION INDICATED BENEATH THEM. 



You are running into 
danger. 



rr u r 



Fire, or, Leak; want im- 
mediate assistance. 



Short of provisions 
Starving. 



IT 



Aground; want immedi? 
ate assistance. 



SEMAPHORES. 

There are many semaphores established on 
the French, Italian, Portuguese, and some on 
the Spanish and Austrian coasts, where only 
the International Code of Signals is now used. 
Where practicable these semaphores have 
means of communicating by telegraph with 
each other and with the chief metropolitan 
lines and foreign stations. 

_ Passing ships are able to exchange commu- 
nication with the semaphores," and when re- 
quired their messages are forwarded to their 
destination according to the fixed tariff. _ On 
the coasts of Great Britain there are signal 
stations which offer the same facilities to 
passing vessels. 

BOAT SIGNALS. 
The Symbols for Boat Signals are — 

1. Two square flags, or handkerchiefs, or 
pieces of cloth. 

2. Two long strips of cloth, or parts of a 
plank, or pieces of wood longer than broad. 



3. Two balls or hats, or round bundles, or 
buckets. 

With these any of the Distance Signals can 
be made — holding the Symbol at arm's 
length; and the Signal is to be made from 
right to left and read from left to right, thus: 




W^M 



Equivalent to 
Ball above Pen- 
nant, or, "You 
are running into 
danger." 



In making Boat Signals it is important to 
use only the proper means to attract atten- 
tion, and to avoid those that may occasion 
confusion or misinterpretation. 



CYCLONES. 
[Pilot Chart, Hydrographic Office.] 

"Rule 1. — // the squalls freshen without any 
shift of wind, you are on or near the storm 
track: heave to on the starboard tack and 
watch for some indications of a shift, observ- 
ing the low clouds particularly ; if the barom- 
eter fall decidedly (say half an inch) without 
any shift, and if wind and sea permit, run off 
with the wind on the starboard quarter and 
keep your compass course. 

"Rule 2— If the wind shift to the right, you 
are to the right of the storm track: put the 
ship on the starboard tack and make as much 
headway as possible until obliged to lie-to 
(starboard tack). 



"Rule 3. — // the wind shift to the left, you 
are to the left of the storm track: bring the 
wind on the starboard quarter and keep your 
compass course - if obliged to lie-to, do so on 
the port tack. 

"General Rules, Good for all North- 
ern Hemisphere Storms. — In scudding 
always keep the wind well on the starboard 
quarter, in order to run out of the storm. 
Always lie-to on the coming-up tack. Use oil 
to prevent heavy seas from breaking on 
board." 



LIFE-SAVING SIGNALS. 



The following signals recommended by the 
late International Marine Conference for 
adoption by all institutions for saving life 
from wrecked vessels, have been adopted by 
the Life-saving Service of the United States : 

1. Upon the discovery of a wreck by night, 
the life-saving force will burn a red pyro- 



technic light or a red rocket to signify, "You 
are seen; assistance will be given as soon as 
possible." 

2. A red flag waved on shore by day, or a 
red light, red rocket, or red Roman candle 
displayed by night, will signify, "Haul away." 

3. A white flag waved on shore by day, or a 



208 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 

INTERNATIONAL COMMERCIAL CODE SIGNALS— Continued. 



white light slowly swung back and forth, or a 
white rocket or white Roman candle fired by 
night, will signify, "Slack away." 

4. Two flags, a white and a red, waved at 
the same time on shore by day, or two lights, 
a white and a red, slowly swung at the same 



time, or a blue pyrotechnic light burned by 
night, will signify, "Do not attempt to land 
i n your own boats; it is impossible." 

5. A man on shore beckoning by day, or 
two torches burning near together by night, 
will signify, ' 'This is the best place to land." 



THE WEATHER BUREAU. 



The Weather Bureau furnishes, 
when practicable, for the benefit of all 
interests dependent upon weather con- 
ditions, the "Forecasts" which are pre- 
pared daily at the Central Office in 
Washington, D. C, and certain des- 
ignated stations. These forecasts are 



telegraphed to stations of the Weather 
Bureau, railway officials, postmasters 
and many others, to be communicated 
to the public by means of flags or 
steam whistles. The flags adopted for 
this purpose are five in number, and of 
the forms and colors indicated below : 



No.l. 
White Flag. 



Clear or fair 
weather. 



EXPLANATION OF WEATHER FLAGS. 



No. 2." 
Blue Flag. 




Rain or 
Snow. 



No. 3. 


No. 4. 


White and Blue 


Black Triangular 


Flag. 


Flag. 




I Temperature. 



No. 5. 

White Flag with black 
square in center. 



Cold Wave. 



When number 4 is placed above 
number 1, 2 or 3 it indicates warmer; 
when below, colder ; when not dis- 
played, the temperature is expected to 



remain about stationary. During the 
late spring and early fall the cold- 
wave flag is also used to indicate an- 
ticipated frosts. 



LIST OF WEATHER BUREAU STATIONS ON THE UNITED STATES 
SEACOAST TELEGRAPHIC LINES. 



Atlantic Coast. 

Nantucket, Massachusetts. 

Narragansett Pier, Rhode Island. 

Block Island, Rhode Island. 

Norfolk, Virginia. 

Cape Henry, Virginia. 

Currituck Inlet, North Carolina. 

Kitty Hawk, North Carolina. 

Hatteras, North Carolina. 

Sand Key, Florida. 
Pacific Coast. 

Tatoosh Island, Washington. 

Neah Bay, Washington. 

East Clallam, Washington. 

Twin Rivers, Washington. 

Port Crescent, Washington 

North Head, Washington 

Point Reyes Light, California. 

San Francisco, California. 

Southeast Farallone, California. 
Lake Huron. 

Thunder Bay Island, Michigan. 

Middle Island, Michigan. 

Alpena, Michigan. 

Of the above stations the following, and 
also Jupiter, Florida, are supplied with Inter- 
national Code Signals, and communication 
can be had therewith for the purpose of ob- 



taining information concerning the approach 
of storms, weather conditions in general, and 
for the purpose of sending telegrams to points 
on commercial lines: 

Nantucket, Massachusetts. 
Block Island, Rhode Island. 
Cape Henry, Virginia. 
Kitty Hawk, North Carolina. 
Sand Key, Florida. 
Tatoosh Island, Washington. 
Hatteras, North Carolina. 
Neah Bay. Washington. 
Point Reyes Light, California. 
Southeast Farallone, California. 

Any message signaled by the International 
Code, as adopted or used by England, France, 
America, Denmark, Holland, Sweden, and, 
Norway, Russia, Greece, Italy, Germany, 
Austria, Spain, Portugal, and Brazil, re- 
ceived at these telegraphic signal stations, 
will be transmitted and delivered to the ad- 
dress on payment at the station of the tele- 
graphic charge. All messages received from 
or addressed to the War, Navy, Treasury, 
State, Interior or other official department 
at Washington, are telegraphed without 
charge over the Weather Bureau lines. 



GENERAL ALPHABETICAL TABLE FOR MAKING THE INTERNATIONAL CODE 
SIGNALS BY MEANS OF DISTANT SIGNALS BY FIXED SEMAPHORE. 



'Preparative," "Answering/' 
•or "Stop" after each com- 
plete signal. 



t 



Annul, the Whole Signal. 



JL 



i I 2 



Y 



22 



I 

2 12 



f l 



22 



Q 



ri O O 



22 






Y 

3 2 3 




B 

12 1 



V 



S' 



J 

3 13 






3 4 



22 



\ 



z 



2 4 



t 



\ 



c 

12 2 



D 



E 

1 2 1 



F 

13 2 



G 

1 4" 2 



V' 



22 



32 



K 

2 1 4 



S' 



22 



s 

2 4 



3^ 



» 

f 



V 



^ 



L 

2 2 1 



t 



3.2 



^ 



T 

2 4 



32 



4 
2.2 



SPECIAL. 



Code Flag 
Sign.- 

4 2 1 



\2 



V- 



22 






M 

2 2 3 



t 



%, 



V 

2 i 



\ 



Alphabet- 
ical Sign. 

4 2 2 



4 
22 



2 2 



N 

2 2 4 



V 

3 1 



22 



Numeral 
Sign. 

4 2 3 



^ 



V 






o 

2 3 1 



w 



? 



^Z\ 



%> 



?* 



p 

2 3 2 



?2 



^ 



X 



3 2 2 



K 



I 



4 3 2 



K.1 



* 



Finishing sign 4 after 
completion of word or 
number, when spelling 



3£i| or making numeral 
3.J. signals. 



210 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



DISTANT SIGNALS. 



1. Distant Signals are required when, in 
consequence of distance or the state of the 
atmosphere, it is impossible to distinguish 
the colors of the flags of the International 
Code, and, therefore, to. read a signal made 
by those flags; they also provide an alter- 
native system of making the signals in the 
Code, which can be adopted when the system 
of flags can not be employed. 

2. Three different methods of making 
Distant Signals are as follows: 

(a) By Cones, Balls, and Drums. 

(6) By Balls, Square Flags, Pennants, and 

Whefts. 
(c) By the Fixed Coast Semaphore. 
The last method (Fixed Coast Semaphore) 
is not necessarily a method of making Distant 
Signals, as it can be, and is, used at close 
quarters and under conditions when flags 
could equally be employed. 

To simplify the "taking in," "reporting," 
and "reading off" of the distance signals, the 
four positions of the semaphore arms and the 
four symbols have been numbered 1, 2, 3, 4. 
1. Representing the semaphore arm point- 
ing upward on the opposite side of the 
indicator, a cone with the point up- 
ward, or a square flag. 



2. Representing the semaphore arm point- 

ing horizontally on the opposite side 
of the indicator, or a ball. 

3. Representing the semaphore arm point- 

ing downward on the opposite side of 
the indicator, a cone with the point 
downward, or a pennant. 

4. Representing the semaphore pointing 

horizontally on the same side as the 
indicator, a drum, or a pennant with a 
fly tied to the halyards, or a wheft. 

Example of a signal made by fixed sema- 
phore or by distant signals. The signal D N I 
according to the international code means 
"Pilot boat is advancing toward you." 

Example of a special distant signal. 2 4 1 
in the table of special distant signals stands 
for "Cannot distinguish your flags. Come 
nearer or make distant signals." 

Signals used at Lloyd Signal Stations. 

This signal indicates that the station at 
which it is hoisted is temporarily closed and 
no communication can be held. 

This signal indicates that telegraphic 
communication is interrupted and that 
messages can not be forwarded by telegraph, 
but will be forwarded by other means as soon 
as possible. (See illustrations, page 212). 



SUBMARINE SOUND SIGNALS. 



Until recent times the sound signals gener- 
ally used to guide mariners, especially during 
fogs, were, with certain modifications, sirens, 
trumpets, steam whistles, bell boats, bell 
buoys, whistling buoys, rockets, gongs, bells 
struck by machinery, and cannons fired by 
powder or gun cotton. In connection with 
all these implements the atmosphere is the 
medium of transmission of the sounds emitted 
from the sounding apparatus; but it is a char- 
acteristic of the air that, in contiguous spaces 
of the atmosphere, the temperature, humidity, 
and pressure vary in such a manner as to 
produce a state which bears the same relation 
to sound as cloudiness does to light. 

The mariner has long since learned to be 
exceedingly cautious about depending upon 
aerial sound signals, even when near. Ex- 
perience has taught him that he should not 
assume that he is out of hearing distance of 
the position of the signal station because he 
fails to hear its sound; that he should not 
assume that because he hears a fog signal 
faintly he is at a great distance from it, nor 
that he is near because he hears the sound 
plainly; that he should not assume that he 
has reached a given point on his course 
because he hears the fog signal at the same 
intensity that he did when formerly at that 
point, neither should he assume that he has 
not reached this point because he fails to 
hear the fog signal as loudly as before, or 
because he does not hear it at all; and that he 
should not assume that the fog signal has 
ceased sounding because he fails to hear it, 
even when within easy earshot. 

Water is a less mobile medium than air, 
less responsive to marked variations of den- 
sity arising through changes in temperature 
and pressure, and, therefore, less subject 
to variations of homogeneity and more 
reliable as an agency of the transmission of 
sound waves. 

As early as 1903, the United States Light- 



House Establishment furnished the light- 
vessels at Boston, Nantucket, Fire Island, 
and Sandy Hook with submarine fog bells. 
The equipment consisted of a bell with strik- 
ing mechanism actuated by compressed air, 
suspended at a depth of 30 feet or so beneath 
the surface of the sea from a davit at the side 
of the vessel; a small and compact air com- 
pressor driven by a kerosene engine or by 
steam from the boilers of the lightvessel, for 
the purpose of furnishing power to operate 
the bell; and a code ringer also connected 
with the compressor engine, and adapted 
automatically to control the strokes of the 
bell so as to cause its ringing to send out the 
code number of the lightvessel. 

The sound waves going out from the light- 
vessels below the surface of the sea could be 
heard for a distance of some miles by passing 
ships equipped with microphones to receive 
submarine sound signals. These sound 
receivers are located inside of the hulls of 
ships below the water line, and connected 
with the chart room or bridge by a telephone 
circuit. On either side of the forehold there 
is fitted a small tank on the inside of the skin 
of the ship, without cutting the plating or 
making any alteration whatever in the hull 
of the vessel. A small opening in the top 
permits the introduction into the tank of a 
dense liquid in which the receiving micro- 
phones are suspended. By listening at the 
telephone, whose circuit includes both the 
port and starboard microphones, and switch- 
ing the instrument from the starboard to the 
port microphone and back again, the tones 
of the lightvessel's submarine bell could be 
heard on coming in range of it. If the tone 
was louder on the starboard side than on the 
port, the mariners would know that the light- 
vessel was on his starboard side, and if the 
tone was exactly the same in both micro- 
phones, he would know that the lightvessel 
was dead ahead. 



I 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



211 



Equally effective as aids to navigation are 
the submarine bells that have been fitted to 
buoys, where they are worked by the motion 
of the sea, and those that have been suspend- 
ed from tripods on the sea bottom, where 
they are controlled electrically from shore 
stations and serve to give warning of dangers 



or to mark turning points along the routes of 
commerce. 

Many of the lightvessels and buoys in 
European waters have been similarly furnished 
with these bells, and they have been likewise 
established in the region of the Gulf of St. 
Lawrence. 



COMPLETE LIST OF SUBMARINE SIGNAL STATIONS 



UNITED STATES 

Lightships 

Atlantic Coast 
Cape Elizabeth 
Boston 

Pollock Rip Shoal 
Pollock Rip 
Great Round Shoal 
Nantucket Shoal 
Hedge Fence 
Vineyard Sound 
Brenton Reef 
Cornfield Point 
Fire Island 
Ambrose Channel 
North East End 
Five Fathom Bank 
Overfalls 

Fenwick Island Shoal 
Winter Quarter Shoal 
Cape Charles 
Tail of the Horseshoe 
Thirty-five Foot Channel 
Diamond Shoal 
Cape Lookout Shoal 
Frying Pan Shoal 
Brunswick Bar 

Gulp of Mexico 
South Pass 
Heald Bank 

CANADA 

Lightships 

St. Lawrence River 
Red Island 
White Islmd 
Lower Traverse 
White Island 

Gulf of St. Lawrence 
Anticosti 

Nova Scotia 
Lurcher Shoal 

Electric Shore Stations 

Nova Scotia 
Louisburg 

Chebucto Head, Halifax 
Cape Forchu, Yarmouth 

New Brunswick' 

Negro Head, St. John 

ENGLAND 

Lightships 

Outer Dowsing 

Tongue 

East Goodwin 

Royal Sovereign 

Bar 

North West 

Outer Gabbard 

Owers 

Shambles 



ENGLAND-Continued 
Lightships 
Spurn 
Nab 
Kish 

St. Governs 
Coningbeg (on order) 
Daunt Rock 

Shore Stations 

Lizard 

Queenboro Pier 

North Stack 

Holyhead Pier 
Bell Buoys 

Wolf Rock 

GERMANY 

Lightships 

Amrumbank 

Elbe I 

Weser 

Aussenjade 

Norderney 

Borkumriff 

Ausseneider 

Gabelsflach 

Fehmarn Belt 

Adlergrund 
Buoys 

Sassnitz 

SPAIN 
Electric Shore Stations 

Tarifa 

FRANCE 
Lightships 

Sandettie 
Bell Buoys 

Havre 
Tenders 

North Hinder 

Cherbourg (North German Lloyd) 

Boulogne sur Mer (Holland America) 

HOLLAND 

Lightships 

Terschellinger Bank 

Haaks 

Maas 

Schouwen Bank 
Shore Stations 

Vlissingen Pier 

BELGIUM 

Lightships 

Wandelaar Bank 

Wielinger Channel (on order) 

N. Hinder 

W. Hinder 

DENMARK 
Lightships 

Gjedser 

SWEDEN 
Lightships 

Trelleborg 

Trelleborgnead 



212 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



NIGHT SIGNALS OF TRANSATLANTIC LINES. 



Allan. — Three blue lights, forming 
a triangle, apex upward, in mizzen 
rigging, followed by red light, Liver- 
pool; when followed by blue light, 
Glasgow. 

American. — One blue pyrotechnic 
light forward, one red pyrotechnic 
light amidships, and one blue pyro- 
technic light aft, fired simultaneously. 

Anchor. — Red and white lights, 
alternately. 

Atlantic Transport. — Green, white 
and red balls, repeated, from Roman 
candles. 

Canadian Pacific Railway Company. 
— Red pyrotechnic light at bow and 
stern, yellow amidship, followed by 
blue, Liverpool. 

Cunard. — Blue light and two Ro- 
man candles, each throwing six blue 
balls in quick succession. 

Dominion. — Roman candle throwing 



six red stars, at intervals of five sec- 
onds. 

French. — White, blue, white, red 
light. 

Hamburg-American. — Red, white, 
blue lights, followed by red light. 

Holland- America. — Green lights, one 
fore, one aft, and one Roman candle 
throwing six red stars, all simul- 
taneously. 

Leyland. — Red pyrotechnic lights, 
three singly, in rapid succession. 

North German Lloyd. — Blue, red 
lights, two burned simultaneously, one 
fore, one aft. 

Red Star. — Reel light forward, one 
on bridge, one aft, simultaneously. 

White Star. — For New York ser- 
vices, two green lights simultaneously. 
For Boston services, same, preceded 
and followed by red pyrotechnic light. 



Indicator i 



Indicator i 



Indicator 




Indicator 



DISTANT SIGNALS 
See page 210 




LLOYD'S SIGNALS 
See page 210 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



213 



BRITISH METHOD OF SEMAPHORING BY HAND FLAGS. 




SIGNS. 









I J .Alphabetical 
1 J Signification. 



A 



B 



C 



P 



E 



Numeral 
Signification. 



SIGNS. 



Alphabetical 
Signification. 



Numeral 
! Signification. 




G 




H 





K 



ALSO 

ALPHABETICAL 

SIGN. 




SIGNS. 




Alphabetical 
Signification. 



M 





N 



Q 




SIGNS. 




Alphabetical 
Signification. 







u 



w 



X 



SIGNS. 




Signification. 



Y 







ALPHABET- 
ICAL. 



NUMERAL. 



ANNUL. 



214 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



FRENCH METHOD OF SEMAPHORING BY HAND FLAGS. 




SIGNS. 








Alphabetical 
Signification. 



Numeral 
Signification. 



SIGNS. 



Alphabetical 
Signification. 



Numeral 
Signification. 



SIGNS. 



Alphabetical 
Signification. 



SIGNS. 



Alphabetical 
Signification. 



SIGNS. 



Signification. 



A 




G 




M 




B 




H 




N 




T 



C 



D 



E 






K 






O 



Q 





u 




DO NOT 
UNDERSTAND. 



V 




X 




NUMBERS. 



ATTENTION. 



END OF WORD 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



215 



THE BRITISH MOVABLE SEMAPHORE 



Semaphore Signs. 



Governing Signs. 




3c II s>S 



Indicator. 



L V 




Preparative. 

When closed 
it denotes 
the finish. 



Alphabet- 
ical. 



Numeral. 



Annul 

or 

negative. 



Signs. 



Alphabetical 
Signification. 



A 



X 1 / 



K^ft 



A B C D E 



G 



H I 



Numerical 
Signification. 



'4 



8 



Signs. 



Alphabetical 
Signification. 



Numerical 
Signification. 



X A ' JTAsh -\-< 



K 



M N O 



Q R 



Also Die alpha- 
betical sign. 



Signs. 



Alphabetical 
Signification. 



=1K 



V 



K 



^ 



v= 



^ 



S T U V W X 



216 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 

THE MORSE TELEGRAPH CODE. 
(Used in the United States.) 

l m w o- - p q «-.-'- s — - T — u v- • 

tV- X Y- - - - Z &- - - 

PERIOD — — COMMA- COLON (K.O.J— - — - - SEMICOLON- — - - 

OR (S. I) 

INTERROGATION - EXCLAMATION _____/>/» RA GRA PH .- — 

PARENTHESIS OR AT BEGINNING (P. AI.J - — - OR AT END (P.Y.) — — 

QUOTATION - — — OR AT BEGINNING (qn.)- — —— — — - OR AT END (q.J.J 

QUOTATION WITHIN QUOTATION (Q.X.J- — — — — — — — — DASH (o. X.J — - - — — — — 

UNDERLINE— — — — - — — OR AT~»£GINN/NO ({/.X.J- - — — — - -> OR AT END (u.J.) — - —7 — — ■ 

HYPHEN (h. X.J- - - - . — - . DOLLAR SIGn(s.X.J — - - - — — — - DECIMAL POINT——" — — 



THE INTERNATIONAL TELEGRAPH CODE. 
(The Cable Code.) 

nA 'el opted at Z^ondon -7903 

<y — f> — — - ey — — - r s I «/ — - — 

/ £ j ^ j- 

6 7 If 9 O 

Bar for fraction — — — — — period — semicolon — — — 

comma — — — — — — — colon -"■— — — — — — — in terrogation — — — - — — — equal — — - — — — 

cxclamatlon — — — — hyphen oft dash — parenthesis —— 

Quotation — — — — •— . — underline — — — — — — error —— — — — — — — cross — " — ^^ — 

invitation to transmit — wait - — - 

Short Cede used cnty in repetit ions and in text written entirety in figures 

0— OAR FOR FRACTION i — 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



217 



LARGEST STEAMSHIP OWNERS IN THE WORLD. 

Owners of over 100,000 gross tons in order of tonnage. 



Lines. 



Hamburg-Amer. . . 
Norddeutscher Lid 

White Star 

Brit. Ind. St. N.Co. 
P.&O.SteamN.Co. 

A.Holt 

Elder, Dempster & 

Co, 

Furness- Withy Co. 

Ltd 

Ellerman Lines, Lt 
Compagnie Gene- 

rale Trans 

Nippon Yusen 

Kaisha 

Messageries Mari- 

times 

Union-Castle 

Navigazione Gen. 

Italiana 

Hansa 

Leyland 

Austrian Lloyd 

Harrison 

Cunard 

Royal Mail S.P. Co 
Lamport & Holt. . . 

Clan 

Hamburg S. Amer 
Can. Pacific Rail'y 

Wilson 

Kosmos 

Pacific Steam N.Co 
Chargeurs Reunis 
Deutsch-Austral- 

Union S.S.' Co.' of 
N. Zealand . . . 

Allan 

Forenede Damps- 
kibs Selskab .... 

R. Ropner & Co . . . 

Andrew Weir & Co. 

Anglo-American 
Oil Co., Ltd 

Holland- America. . 

Atlantic Trans. Co. 

Red Star 

Prince 

New Zealand Ship- 
ping Co 

Osaka S.K., Ltd... 

Anchor 

Booth 

Hain & Son 

Bucknall S.S. Lines 
Ltd 

Anglo-Saxon Pe- 
troleum Co 

Rotterdam Lloyd.. 

Moor Line 

Nederland Line. . . 



Head Office. 



Hamburg . 
Bremen . . . 
Liverpool. 
London . . 
London.. . 
Liverpool . 

Liverpool. 



West Hartlepool 
Liverpool 



Paris . 



Tokio . 



Paris. . . 
London. 



Genoa 

Bremen. . . 
Liverpool. 
Trieste. . . 
Liverpool. 
Liverpool . 
London . . . 
Liverpool. 
Glasgow . . 
Hamburg . 
Montreal. 

Hull 

Hamburg . 
Liverpool . 
Paris 



Hamburg . 

Dunedin . . 
Glasgow . . 



Copenhagen 

West Hartlepool . 
Glasgow 



Total 
Tonnage 



London 

Rotterdam 

London 

Antwerp 

Newc ' tle-on-Tyne . 



London . . . 
Osaka .... 
Glasgow . . 
Liverpool . 
St. Ives.. 



London . 



London 

Rotterdam 

Newc 'tle-on-Tyne . 
Amsterdam 



911,279 
752,000 
461,000 
453,000 
400,000 
350,000 

346,000 

344,000 
312,000 

309,000 

30*7,000 

295,000 
294,000 

293,000 
250,000 
249,000 
242,000 
217,000 
216,000 
212,000 
211,000 
203,000 
197,000 
193,000 
191,000 
186,000 
183,000 
160,000 

158,000 

157,000 
156,000 

150,000 
150,000 
133,000 

128,526 
125,000 
124,000 
123,000 
121,000 

118,000 
115,000 
114,000 
114,000 
113,000 

112,000 

110,000 
108,000 
107,000 
106,000 



Over 

20 
Knots 









Knots. 








Under 




12 
Knots. 


20J19 


IS 


17 16 


15 


14 


13 


12 


1 




2 


3 5 


4 


7 


14 


40 


89 




i 


1 




5 


15 


9 


20 


25 


114 


2 




1 


5 


4 


1 




11 


1 


4 








2 


4 


4 


8 


5 


24 


64 


1 


l 


14 


3 


7 


3 
1 


16 


2 

3 


6 
5 


53 








1 


2 


3 


6 


11 
5 


16 

8 


74 
97 












2 


3 


6 


25 


44 


1 


l 




9 


4 


6 


5 


*2 


10 


36 










1 


9 


10 


23 


5 


31 








10 


4 




1 


23 


27 










9 


2 




3 


3 


13 


11 








3 


5 


7 


5 
6 


22 
9 


17 
16 


50 
52 
11 








2 


3 


3 


9 


13 

28 


12 
10 


30 
5 




2 


2 




2 


1 


3 


1 




5 












17 


1 
4 


2 
3 


6 
14 
19 


24 
12 
30 












2 


1 


1 


5 


33 


2 


2 






5 


3 




7 


12 


32 












1 


5 


11 


9 
16 


69 
22 










2 


10 




3 


IS 


11 










5 


1 


i 


10 


10 


36 


1 


1 




1 


2 


5 


8 


6 


9 


31 






. 2 




2 


3 


1 


3 


6 


10 










5 


3 


2 


5 


2 


105 
48 
40 

30 








1 


1 
4 
3 


4 
1 

2 

1 


3 
2 


9 
2 


7 

2 
9 


6 

8 

9 

28 

5 
89 










2 


1 


1 


4 


7 


5 












1 


4 

7 


3 
3 


6 

12 
4 


22 

37 

13 

30 

8 








1 


1 


4 








ij 



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SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



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SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



219 



NUMBER AND NET AND GROSS TONNAGE OF STEAM AND SAILING 
VESSELS OF OVER 100 TONS, OF THE SEVERAL COUNTRIES 
OF THE WORLD, AS RECORDED IN LLOYD'S REG- 
ISTER FOR 1909-10. 





Steam. 


Sail. 


Total. 


Flag. 


Num- 
ber. 


Net tons. 


Gross tons. 


Num- 
ber. 


Net tons. 


Num- 
ber. 


Tonnage. 


British : 


8,419 
1,339 


10,027,813 
722,761 


16,472,602 
1,230,112 


1,072 
735 


905,334 
218,394 


9,491 
2,074 


17,377,936 

1,448,506 






Total 


9,758 

1,106 

538 

81 


10,750,574 


17,702,714 


1,807 


1,123,728 


11,565 


18,826,442 






American (United States) 


1,059,012 

1,520,961 

23,639 


1,618,508 

2,005,807 

38,017 


1,793 
45 

27 


1,172,774 

112,469 

6,237 


2,899 
583 
108 


2,791,282 


Lake 


2,118,276 


Philippine Islands .... 


44,254 


Total 


1,725 


2,603,602 


3.662.332 


1,865 


1,291,480 


3,590 

277 

356 

156 

396 

146 

60 

62 

870 

601 

1,509 

2,171 

409 

5 

1,100 

865 

66 

2,125 

61 

204 

24 

1,346 

5 

10 

559 

1,503 

331 

74 

18 

76 


4,953,812 


Belgian 


197 

- 347 

152 

317 

95 

60 

55 

558 

503 

884 

1,808 

287 

5 

437 

861 

46 

1,292 

14 

75 

23 

708 

5 

10 

479 

960 

143 

48 

9 

48 


77,647 

465,172 

171,960 

137,902 

68,268 

48,402 

38.726 

398,238 

564,903 

836,617 

2,379,367 

304,430 

2,017 

584,209 

729,546 

17,533 

841,427 

6,968 

42,988 

16,702 

450,790 

2,253 

7,122 

420,579 

463,729 

69,833 

44,670 

2,172 

16,422 


128,544 

744,676 

268,459 

222,110 

106,857 

75,258 

61,832 

677,098 

904,536 

1,445,976 

3,889,046 

484,193 

3,387 

961,132 

1,150,858 

29,072 

1,388,423 

10,919 

69,878 

32,448 

760,785 

3,717 

11,464 

686,875 

774,288 

112,849 

71,616 

3,939 

27,821 


80 

9 

4 

79 

51 


29,556 

5,481 

3,296 

20,705 

40,570 


158,100 
750,157 
271,755 




242,815 


Chilean 


147,427 


Cuban 


75,258 


7 
312 
98 
625 
363 
122 


1,343 

65,060 

37,704 

447,617 

377,667 

32,428 


63,175 


Danish 


742,158 


Dutch 


942,240 


French 


1,893,593 


German . . 


• 4,266,713 




516,621 


Italian 


3,387 


663 

4 

20 

.833 

47 

129 

1 

638 


358,785 

1,942 

4,363 

605,201 

21,174 

36,104 

285 

211,612 


1,319,917 


Japanese 


1,152,800 


Mexican 


33,435 


Norwegian 


1,993,624 


Peruvian . . . . 


32,093 


Portuguese 


105,982 


Roumanian 


32,733 


Russian 


972,397 




3,717 








11,464 


Spanish 


80 
543 
188 

26 
9 

28 


23,143 

148,510 

61,895 

17.722 

1,282 

8,012 


710,018 


Swedish 


922,798 


Turkish 


174,744 


Uruguayan 


89,338 


Venezuelan 


5,221 


Other countries: Bulga- 
ria, Colombia, Costa 
Rica, Ecuador, Egypt, 
Honduras, Liberia, 
Nicaragua, Oman, 
Panama, Persia, Sal- 
vador, Samos, Zanzi- 
bar, etc 


35,833 




Total 


21,909 


22,564,768 


36,473,102 


8,631 


4,976,665 


30,540 


41,449,767 



220 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



FROM STEAM PACKET TO STEAM PALACE. 



(1) Wood Paddle-boats. 

(2) Iron 



(3) Iron Screw Steamers. 

(4) Steel " 



(5) Steel Twin-Screw Steamers, 



Date 


Name of Steamer. 


Owners. 


Remarks. 


1833 

1838 


Royal William. . .(1) 


Quebec & HalifaxS.N.Co. -j 

British and Amer.S.N.Co. . 
Great Western S.N.Co. . . . 
Transatlantic SS. Co 


From Pictou (N.S.), 1st to cross the 

Atlantic. 
From Cork, 1st departure from U. K. 


1840 


Royal William. (2) 


" Bristol, 1st built for Atlantic. 

" Liverpool, 1st departure. 

" Liverpool, 1st carriedBritish mails. 


1849 






" New York, 1st carried U.S. mails. 


1854 




Allan " 


' Glasgow, 1st steamer of Line. 


1856 




Anchor " 


1st 






Hamburg-American Line . 
Norddeutscher Lloyd 


" Hamburg, 1st " 


• • 




Last Sailing of Line. 


1858 




From Bremen to New York. 








1856 


Persia (2) 


Cunard 


1st Cunard iron paddle steamer. 


1862 




Last " " 










1845 
1850 
1858 
1868 


Great Britain. . . . (3) 

City of Glasgow 

Great Eastern. . . . 
Italy 


Great Western S.N.Co. . . . 
Inman Line 

East. and Australian SS.Co. 


1st Atlantic iron screw steamer. 
1st to carry steerage passengers. 
Paddle wheels and propeller. 
1st Atlantic ss. with comp. engines. 


1869 
1871 


City of Brussels. ... 

Oceanic (1st) 

Pennsylvania 


Inman " 

White Star Line 


1st " " " steam steering gear. 
1st with'midship saloon, &c. 


1873 




1st sailing of Line to Liverpool. 


1874 


White Star " 


1st to exceed 5,000 tons, Great Eastern 


1875 


City of Berlin 




1st with electric light. [excepted. 


1879 


Guion. . " 


Watertight compartments floated her. 


1882 




J " "CD J. 

1 Cunard " (2) j 


1st "ocean greyhound." 


1883 




Sunk outside New York; every one 
saved by N. D. Lloyd ss. Fulda. 






1879 


Buenos Ayrean. . (4) 


Allan Line .. 


1st Atlantic steel steamer.* 


1881 


Cunard " 


1st Cunard 


1884 


City of Rome 


I Inman (1) Line I 

j Anchor(2) " j 


Fitted with three funnels. 

1st and last express ss. of Line. 




j Umbria I 

| Etruria f 

Aller 


Cunard " 


1st with 20 knots speed. 


1886 


Norddeutscher Lloyd 


1st triple-expansion express ss.f 








1888 
1889 


j City of NewYork(5) 

\ City of Paris 

j Teutonic ( 

J Majestic i 

Fiirst Bismarck 

La Touraine 

\ Lucania : . . / 

/St. Paul 1 

\ St. Louis J 

KaiserWilhelm d.Gr. 


Inman & Internationale 1) I 
American Line (2) \ 

White Star Line 


1st twin-screw ocean expresses. J 

1st to exceed 10,000 tons.G.E.excepted 

Designed as mercantile cruisers. 


1890 
1892 


Hamburg-American Line . 
Compagnie Generale Trans. 


1st under 6£ days from Southampton. 
Record Havre to New York, 6$ days. 
Lucania: highest day's run 562 knots. 


1893 

1895 

1897 
1899 


Norddeutscher Lloyd .... 


Liverpool to New York records. 
Largest express steamers ever built in 

America. 
Record day's run, 580 knots. [tons. 
Balanced engines, 1st to exceed 15,000 


1900 
1901 




Hamburg- American Line.. 


Fastest ocean steamer in the world. 
1st to exceed 20,000 tons. 


1902 
1903 
1904 


KronprinzWilhelm 
Kaiser Wilhelm II . . 
Baltic 


Norddeutscher Lloyd 

Norddeutscher Lloyd 


Largest express steamer in the world. 
Largest ss. in the world — 726x76x49. 






1st fitted with turbine engines. 


1907 




" / 


Largest and fastest in world. Fitted 






with turbine engines. Record day s 
run, Mauretania. 673 knots. 



* Union Co. of N.Z.'s Rotomohana, 1,763 tons, was first ocean steel ss., 1879. 

t Martello, 2,432 tons, of Wilson Line, was first Atlantic cargo triple-expansion ss., 1884. 

| Notting Hill, 3,921 tons, of Twin Screw Cargo Line, came out so engined, 1881. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



221 



FROM STEAM PACKET TO STEAM PALACE— Continued. 



1862. 
1869. 
1882. 
1889. 
1894. 
1897. 
1903. 
1909. 



1838. 
1845. 
1858. 
1871. 
1881. 
1893. 
1899. 
1904. 
1907. 



Reduction of Passage 
Days. 
Under 9 from Queenstown 



Scotia 

City of Brussels 

7 Alaska 

6 " City of Paris 

5 14," Lucania 

6 " Southampton. Kaiser Wilhelm der Grosse. 
5 *A " Cherbourg. Deutschland. 



4td. lOh. 51m. from Queenstown. Mauretania. 



1st to exceed 



Progress in 
Feet. 

200 

:.. .300 

.680 

400 

500 

600 

700 

725 

790 



Length. 

Great Western . 
Great Britain . . 
Great Eastern. 
Oceanic (1) . . . , 

Servia 

Campania 

Oceanic (2) . . . 

Baltic 

Mauretania.. . . 



Tons. 

3,871 

3,081 

6,400 

10,669 

12,950 

14,349 

16,502 

32,000 



Tons. 

1,340 

2,084 

18,918 

3,807 

7,392 

12,952 

17,247 

23,000 

32,000 



OCEAN STEAMERS. 20 Knots and over. In order of Tonnage. 



Built 
in 



1907 

1907 
1908 
1902 
1899 
1900 
1901 
1897 
1893 
1893 
1897 
1900 
1900 
1895 
1895 
1888 
1889 
1890 
1889 
1890 
1884 
1884 
1898 
1898 
1898 
1898 



Names. 



Mauretania. : .". 

Lusitania 

Kronprinzessin Cecilie .... 

Kaiser Wilhelm II 

Oceanic 

Deutschland 

Kronprinz Wilhelm 

Kaiser Wilhelm der Grosse 

Campania 

Lucania 

Kaiser Friedrich 

La Lorraine i 

La Savoie S 

St. Louis .- . . i 

St. Paul J 

New York 

Philadelphia (ex Paris) . . . 

Majestic. .'.... 

Teutonic 

Kaiserin Maria Theresa. . . 

Umbria 

Etruria 

Moskva. . . . 

Smolensk. /. 

Tsis I 

Osiris j 



Owners. 



Cunard 

N. D. Lloyd '.'.'..'.'.'. 

N.D. Llovd 

White Star 

Hamburg- American 

N.D.Lloyd 

Cunard 

F. Schichau. 

Com. Gen. Trans. . . 

International Mer-j 
cantile Marine. Co. | 

White Star '.'.'.'.'.'.'.'. 

N. D. Lloyd. '.'.'.'.'.'.'. 
Cunard 

Russ. Vol. Fit. Assoc 
P. & O 



Gross 
Tons. 



32,000 

32,500 
19,503 
19,360 
17,274 
16,502 
14,908 
14,349 
12,950 
12,950 
12,480 

11,869 

11,864 

11,629 

10,798 

10,786 

10,147 

9,984 

8,278 

8,128 

8,120 

7,297 

7,270 

1,728 



Dimen- 
sions. 



790x88x77 

785x88x77 
685x72x40 
678x72x38 
685x68x44 
662x67x40 
640x66x43 
627x66x35 

601x65x37 

581x63x44 

563x60x35 

535x63x37 

527x63x22 

565x58x39 
528x51x36 
501x57x38 

487x58x26 

300x37x17 



Spd. 



r 

26 ^ 

26 

23i 

23i 

21 

23} 

23 

22£ 

22 

22 

20 

21 

20 

20 
20 
20 

20 

20 



Builders. 



Swan&H'nter 
andWighain 
Richardson, 
Ltd. 

Clydebank. 

Stettin V. Co. 

Stettin V. Co. 

Harland & W. 

Stettin V. Co. 



Fairfield. 
Schichau. 
Owners. 

Cramp&Sons. 

Clydebank. 

Harland&W. 
Stettin V. Co. 
Fairfield. 

Clydebank. 

Caird & Co. 



The following is, in brief, the terms under 
which the Cunard Line built the "Maureta- 
ia" and "Lusitania": 

In August, 1903, an agreement was made 
with the British Government by which the 
Cunard Co. were to build two new steamers, 
to be, with all other Cunard ships, at the dis- 
posal of the Admiralty for hire or purchase 
whenever they may be required, the Govern- 
ment lending the company £2,600,000 to 
build the ships and granting them a subsidv 
of £150,000 a year 



Consul Joseph G. Stephens writes that last 
year 544 mail and ocean passenger steamers 
called at Plymouth, England, to land or em- 
bark 25,959 passengers, 178,242 bags of mail, 
and specie valued at $35,576,728, as com- 
pared with 566 steamers which dealt with over 
25,900 passengers, 185,712 bags of mail, and 
specie valued at $32,820,927 in 1908. The 
fewer number of steamers was largely due 
to the decreased tonnage employed in the 
Atlantic service and the withdrawal of the 
Royal Mail Company's Mexican steamers. 



222 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



VESSELS 10,000 TONS AND OVER. Speed under 20 Knots. 


Owners and Steamers.\ 


Speed. 


Under 
11,000 Tons. 


11,000 Tons 

to under 
12,000 Tons. 


12,000 Tons 
and above 


Hamburg- American Line — 










Amerika, Kaiserin Auguste Victoria, 












17 






4 


Hamburg (16), Bluecher (16K), Moltke. 


15 


i 




2 


President Grant, President Lincoln 


14 






2 


Patricia, Pennsylvania, Graf Waldersee.. 


13 K 






3 




12 




2 


1 


Norddeutscher Lloyd — Prinzess Alice 


16 


i 




1 


Bremen, Barbarossa, Fried, der Grosse, 












15K 


4 








15 


2 








14 




i 






13 M 


2 








17 






i 


New Amsterdam, Statendam, Potsdam, 












15 


1 


~~ 


4 


Pacific Mail SVmship Co. — Korea, Siberia 


18 




2 






16 






2 


United S.S. Co. of Copenhagen — United 












16 


2 






Great Northern S.S. Co. of U. S— Minne- 












14 K 






1 




16 




i 




International Mercantile Marine — Fin- 












16 
16 




'i 


2 


Inter national Navigation Co. — Zeeland 






14 

18 >2 


3 


2 




British — Malwa, Mantua, Morea P. & O. Co. 




Macedonia, Marmora. 


18 


2 






Briton, Saxon, Walmer 








\ 


Castle Union-Castle Line 


17 yi 


2 




1 


Armadale Castle, Kenil- 












17 K 






2 


Adriatic (24,541 tons) White Star 


18 






1 


Celtic, Cedric, Baltic, 










Laurentic, Megantic 


17 






5 




16 






1 


Victorian, Virginian... Allan 


18 


2 






Grampian, Hesperian 


15 


2 






Tunisian, Corsican .. . 


16 


1 


i 


. . 


Ivernia, Saxonia, Car- 












153^ 


1 




2 




18 






1 


Slavonia (14 y 2 ), Ultonia (13), Caronia 










(20 000 tons) 


18 


2 




1 


Cymric "White Star Line 


15 






1 


Winefredian, Devonian Leyland 


14 K 


2 






Georgic, Athenic, Cor- 












13 


1 




3 


Afric, Medic, Persic, 












1 2 J 2 




5 




Romanic, Canopic. . . 


16 




2 






16 






i 


Minneapolis, Minne- Atlantic Trans- 












1G 






2 


Minnetonka, Minne- Atlantic Trans- 












16 






2 


Amazon, Araguaya, Avon, Asturiaj- 










Royal Mail \ 


15 


2 


1 


1 


Cairo.Heliopolis.Egypt'nMailS.S.Co.Ltc 1 


19K 




2 






15 




1 






16 y 




1 




Orsova, Orvieto, Osterley, Otway 










Orient Line 


18 






4 


Totals 


1 33 


22 


51 



N. B. — Of the 268 steamers under construction in Great Britain, Sept. 30, 1909, 129 were 
above 2,000 tons each; of these, 24 exceeded 6,000 tons each, 8 were not less than 10,000 tons 
each, 3 exceeded 12,000 tons each, and two 20,000 tons each. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



223 



THE FOLLOWING TABLE CLASSIFIES OCEAN VESSELS IN 1909 
ACCORDING TO SPEED AND FLAG. 



Flag. 


Speed in knots. 


Total. 




25 


23 


22 


21 


20 


19 


18 


17 


16 


15 


14 


13 


12 






2 


' '4' 


2 
1 
1 


1 


6 


11 
1 

1 


27 
2 


26 

3 

19 

8 


48 
6 
13 
14 
2 
1 
2 


68 
20 
5 
30 
5 
9 
2 


108 

22 

9 

31 

is' 

7 


229 
37 
39 
30 

6 
23 

8 


397 
94 
50 
27 
13 
9 
2 


925 




190 






2 
2 


1 

4 
2 
2 


140 








152 










29 














3 


62 












1 




22 














4 




4 
















3 
1 
1 


4 
1 
7 
3 
3 


3 
5 
9 
1 


11 
17 
12 


17 

1 

18 


13 

11 

17 

3 


51 


Dutch 
















36 


















64 


















7 




















2 

12 

2 

1 




5 
























12 
























6 
3 
1 




8 


Brazilian 






















4 


Norwegian , 






















1 




























Total 


2 


4 


4 


5 


15 


15 


39 


64 


104 


157 


249 


418 


636 


1,712 



THE WORLD'S LARGE AND FAST OCEAN STEAMSHIPS. 

The following table shows largest owners of ocean screw steamships in the world of 18 knots 
or more, and of 2,000 gross tons or more, recorded in Lloyd's Register on July 1, 1909, including 
a few vessels building at that time. 



Line. 



CompagnieGeneraleTransatlantique 

Cunard Steamship Co ." 

International Mercantile Marine Co 

Norddeutscher Lloyd 

White Star Line 

Canadian Pacific Railway Co 

Metropolitan Steamship Co 

Russian Volunteer Fleet Association 

Toyo Kisen Kabushiki Kaisha 

Hamburg-American Line 

Peninsular and Oriental Steam Navigation Co 
Union Steam Ship Company of New Zealand 

Belfast Steam Ship Co 

Dominion Atlantic Railway Co 

Egyptian Mail Steam Ship Co 

Compafi'a Transatlantica 

Orient Steam Navigation Co 

Roumanian State Railways 

New York and Cuba Mail Steamship Co 

Allan Line Steamship Co 

Pacific Mail Steamship Co . . . 

Eastern Steamship Co 

Great Central Railway Co 

Khedivial Mail Steamship and Graving Dock 
Co 



Flag. 



French 

British 

United States 

German 

British 

. . .do 

United States 

Russian 

Japanese 

German 

British 

. ..do 

. ..do 

...do 

...do 

Spanish 

British 

Roumanian. . 
United States 

British 

United States 

. ..do 

British 



Speed in knots. 



«20 



.do. 



19 18 17 16 15 14 13 12 



14 



2 111 



Total 



28 

15 

4 

70 

26 

25 

6 

12 

10 

66 

58 

21 

2 

2 

2 

16 

8 

4 

12 

17 

9 

5 

1 



a Including 15 vessels of over 20 knots. 



224 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



FIRST STEAMBOATS, PIONEER SAILINGS, AND 
EARLIEST LINES. 



1707. Denis Papin experimented on River 
Fulda with paddle-wheel steamboat. 

1736. Jonathan Hulls patented designs 
similar to modern paddle boat. 

1769. James Watt invented a double- 
acting side-lever engine. 

1783. Marquess of Jouffrey made experi- 
ments in France. 

1785. James Ramsey, in America, pro- 
pelled a boat with steam through a stern- 
pipe. 

1785. Robert Fitch, in America, propelled 
a boat with canoe-paddles fixed to a moving 
beam. 

1787. Robert Miller, of Edinburgh, tried 
primitive manual machinery. 

1788. Miller, with Symington, produced a 
double-hull stern-wheel steamboat. 

1802. Charlotte Dundas, the first practical 
steam tugboat, designed by Symington. 

1804. Phcenix, screw-boat designed by 
Stephens in New York; first steamer to make 
a sea voyage. 

1807. Clermont, first passenger steamer 
continuously employed; built by Fulton in 
U.S.A. 

1812. Comet, first passenger steamer con- 
tinuously employed in Europe ; built by Miller 
in Scotland. 

1818. Rob Roy, first sea-trading steamer in 
the world, built at Glasgow. 

1819. Savannah, first auxiliary steamer, 
paddle wheels, to cross the Atlantic; built in 
New York. 

1821. Aaron Manby, first steamer (Eng- 
lish canal boat) built of iron. 

1823. City of Dublin Steam Packet Co. 
was established. 

1824. General Steam Navigation Co. was 
established at London. 

1824. George Thompson & Co. (Aberdeen 
Line), were established. 

1825. Enterprise made the first steam pass- 
age to India. 

1825. William Fawcett, pioneer steamer of 
the P. & O. S. N. Co. 

1830. T. & J. Harrison (Harrison Line) 
were established at Liverpool. 

1832. Elburkah, iron steamer, took a 
private exploring party up the Niger. 

1834. Lloyd's Register for British and 
Foreign Shipping established. 



In traveling about England, although 
possibly hampered by baggage, such move- 
ments are considerably facilitated by the 
arrangement of the railway companies. For 
a charge of one shilling per package, the 
companies or their agents will collect baggage 
from one address, forward it by rail to any 
part of the country, and deliver to wherever 
desired. Or should the passenger carry or 
accompany his baggage to the station, thus 
saving the company the task of collecting, 
each package will be sent by rail and deliv- 
ered to destination at an inclusive fee of six- 
pence per package, irrespective of distance. 
This advantage is of great utility to tourists. 
For instance, the main baggage can be col- 
lected in London, sent forward by train and 



1836. Austrian Lloyd Steam Navigation 
Co. established at Trieste. 

1837. Francis B. Ogden, first successful 
screw tugboat; fitted with Ericsson's pro- 
peller. 

1838. Archimedes, made the Dover-Calais 
passage under two hours, fitted with Smith's 
propeller. 

1838. R. F. Stockton, built for a tugboat, 
fitted with Ericsson's propeller, sailed to 
America; first iron vessel to cross the Atlan- 
tic; first screw steamer used in America. 

1839. Thames, pioneer steamer of the 
Royal Mail Steam Packet Co. 

1839. George Smith & Sons (City Line) 
were established at Glasgow. 

1840. Britannia, pioneer steamer of the 
Cunard Line. 

1840. Chile, pioneer steamer of the Pacific 
Steam Navigation Co. 

1845. Great Britain, first iron screw steam- 
er, precursor of modern Atlantic steamer. 

1845. Thos. Wilson, Sons & Co., Ltd. 
(Wilson Line), established at Hull. 

1847. Pacific Mail Steamship Co. estab- 
lished in America. 

1849. Houlder Brothers & Co. established 
at London. 

1850. Bullard, King & Co. (Natal Line) 
established at London. 

1850. Messageries Maritimes de France es- 
tablished. 

1850. Inman (now American) Line, estab- 
lished at Liverpool. 

1851. Tiber, first steamer of the Bibby 
Line, established 1821 at Liverpool. 

1852. Forerunner, pioneer steamer of the 
African Steamship Co. 

1853. Union Steamship Co. was establish- 
ed (now Union-Castle Line). 

1853. Borussia, first steamer of the Ham- 
burg-American Packet Co., established 1847, 

1854. Canadian, first steamer of the Allan 
Line, established 1820. 

1855. British India Steam Navigation Co. 
was established. 

1856. Tempest, first steamer Anchor Line. 
1858. Bremen, first Atlantic steamer of 

the Norddeutscher Lloyd, established 1856. 

1858. Great Eastern launched into the 

Thames, Jan. 31; commenced, May 1, 1854. 

— Whitaker's Almanack. 



delivered on the boat at port, while the owner 
with his light bag leisurely takes a round- 
about tour to the port, sightseeing on the 
way, and upon reaching the boat his baggage 
will be awaiting him. These arrangements 
have enabled many interesting tours to be 
set out toward the close of a sojourn, the 
railway ticket being supplied to break the 
journey at several points en route. 

The railway companies issue- week-end 
tickets at special cheap rates available from 
Friday, Saturday or Sunday till Tuesday to 
all imporant centres. Attractive to those 
who would like to follow the prevailing 
English fashion, and spend the week-end out 
of town. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



225 



REGISTERED STEAM VESSELS OF THE UNITED STATES ON JUNE 
30, 1909, OF 5,000 TONS OR OVER. 



Name 

of 
vessel. 



Minnesota.. . 
Manchuria. . . 
Mongolia. . . . 
St. Louis.. . . 

St. Paul 

Siberia 

Korea 

New York. . . 
Philadelphia 

Ancon 

Cristobal. . . . 

Alaskan 

Arizonan. . . 

Texan 

Mexican 

Columbian. . 

Virginian 

Missourian. . 
Massachu'ts. 
Saratoga. . . . 

Havana 

Sonoma 

Ventura 

Merida 

Mexico 

Morro Castle 
Calif ornian. . 

Panama 

Colon 

Hawaiian . . . 
Oregonian. . . 
American. . . 
Isthmian .... 
Santa Maria. 
Santa Rita . . 
City of Pekin 
China 



Crew. 



150 

164 

265, 

377 

377 

277 

277 

370 

378 

74 

74 

42 

42 

54 

43 

43 

100 

99 

89 

138 

138 

169 

168 

128 

128 

124 

45 

95 

92 

45 

45 

47 

48 

37 

37 

256 

263 



Gross 
ton- 
nage. 



20,718 

13,638 

13,638 

11,629 

11,629 

11,284 

11,276 

10,798 

10,786 

9,606 

9,606 

8,671 

8,671 

8,615 

8,579 

8,579 

7,914 

7,914 

7,913 

6,391 

6,391 

6,253 

6,253 

6,207 

6,207 

6,004 

5,707 

5,667 

5,-667 

5,597 

5,597 

5,591 

5,404 

5,318 

5,273 

5,079 

5,060 



When 

built. 



1904 
1904 
1903 
1895 
1895 
1902 
1902 
1888 
1889 
1902 
1902 
1902 
1902 
1902 
1907 
1907 
1903 
1903 
1902 
1907 
1907 
1900 
1900 
1906 
1906 
1900 
1900 
1898 
1899 
1900 
1901 
1900 
1908 
1901 
1902 
1874 
1889 



Where built 



New London, Conn. 

Camden, N. J 

do 

Philadelphia, Pa.. . 

do 

Newport News, Va. 

do 

Clydeb'k, Scotland 

do 

Sparrows Point, Md 

do.. 

San Francisco, Cal . 

do 

Camden, N. J 

San Francisco, Cal. 

do 

Sparrows Point, Md 

do 

Camden, N. J 

Philadelphia, Pa. . . 

do 

do 

do 

do 

do 

do 

San Francisco, Cal. 
Philadelphia, Pa. . . 

do 

Chester, Pa 

. .. ; .do 

do 

San Francisco, Cal. 
Cleveland, Ohio. . . . 

do.. 

Chester, Pa 

Go van, Scotland. . . 



Material. 



Steel. 
. . .do. 
...do. 
. ..do. 
...do. 
. ..do. 
. ..do. 
...do. 
...do. 
. ..do. 
. ..do. 
...do. 
...do. 
...do. 
. . .do. 
. ..do. 
. ..do. 
. ..do. 
. . .do. 
. ..do. 
...do. 
...do. 
...do. 
...do. 
. ..do. 
...do. 
...do. 
. ..do. 
...do. 
...do. 
...do. 
...do. 
...do. 
...do. 
...do. 

Iron.. 

Steel. 



Home port. 



New York, N. Y. 

Do. 

Do. 

Do. 

Do. 

Do. 

Do. 

Do. 

Do. 
Boston, Mass. 

Do. 
New York, N. Y. 

Do. 

Do. 

Do. 

Do. 

Do. 

Do. 

Do. 

Do. 

Do. 
San Francisco, Cal. 

Do. 
New York, N. Y. 

Do. 

Do. 

Do. 

Do. 

Do. 

Do. 

Do. 

Do. • 

Do. 

Do. 

Do. 

Do. 

Do. 



DIMENSIONS OF THE LARGEST FAST OCEAN STEAMERS. 



The largest and in many respects the high- 
est type of marine architecture is to be found 
in the modern ocean greyhound for trans- 
atlantic trade. In recent years the rival 
companies have vied with each other in the 
effort to excel, and steamships of larger size, 



greater speed, and more perfect equipment 
have followed each other, until it would seem 
that the limit had been reached. In the 
accompanying table the largest and most 
recent steamers are placed in comparison 
with the "Great Eastern." 



Name of Ship. 


Date. 


Length 
over All. 


Beam. 


Depth. 


Draught. 


Displace- 
ment 


Maxi- 
mum 
Speed. 




' 1858 
1888 
1890 
1893 
1895 
1897 
1899 
1900 
1904 
1907 
1910 


Feet. 

692 

560 

585 

625 

554 

649 

704 

686| 

725| 

790 

890 


Feet. 
83 
63 
57* 
65 
63 
66 
68 
67^ 
75 
88 
92 


Feet. 
57* 
42 
42 
41 J 
42 
43 
49 
44 
49 
60 
64 


Feet. 
25* 
26* 
26" 
28 
27 
29 
32* 
29" 
30* 
37* 
35 


Tons. 

27,000 

13,000 

12,000 

19,000 

14,000 

20,000 

28,500 

22,000 

40,000 

45,000 

60,000 


Knots. 
12 




20 




20 


Campania 

St. Paul 

Kaiser Wilhelm der Grosse 


22 
21 

22.35 
20 




23.5 


Baltic 


20 


Mauretania 


26.06 




21 



226 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



TRANSATLANTIC PASSENGER STEAMERS FROM NEW YORK * 

AMERICAN LINE. 



Steamships. 


Year 


Gross 
Tonnage 


Indie. 
H.-P. 


Length. 


New York (Rebuilt 1903) 


1888 
1895 
1895 
1901 


10,798 
11,629 
11,629 
10,786 


20,000 
20,000 
20,000 
20,000 


576 


St. Paul 


554 
554 




576 





ANCHOR LINE. 








1 1380 


5,495 
5,200 
8,400 
9,400 
9,000 


5,000 
4,600 
8,400 
10,200 
7,000 


445 




i 1884 

I 1901 


410 
503 




1904 


515 


California 


1 1907 


485 



ATLANTIC TRANSPORT LINE. 



Minneapolis.. 
Minnehaha. 
Minnetonka.. 
Minnewaska . 




13,401 
13,403 
13,398 
14,220 



10,800 
10,800 
10,800 
12,000 



616 
616 
616 
616 



AUSTRO-AMERICAN LINE. 








1907 
1907 
1907 
1907 
1909 


6,122 
6,122 
5,526 
5,497 
8,312 


767 
757 
582 
584 
1,117 


415 




415 




390 
391 


Martha Washington - 


460 



CUNARD LINE. 

(Queenstown and Liverpool Service.) 




Ultonia. . . 
Carpathia. 
Pannonia. 



CUNARD LINE. 

(Mediterranean and Adriatic Service.) 



1898 


10,200 


1903 


13,600 


1904 


10,000 



500 
540 
501 



Roma 

Germanja. . 
Madonna. . . 
Venezia. . . . 
Sant' Anna. 



FABRE LINE. 

(Various points, including Naples, depending on season of year.) 



La Bretagne. 
La Gascogne . 
La Touraine. 
La Lorraine . 
La Savoie . . . 
La Provence. 
Chicago^ .... 



1902 


9,500 


6,000 


450 


1903 


9,500 


6,000 


426 


1905 


10,000 


6,200 


426 


1907 


11,000 


7,200 


4G0 


Bldg 


14,000 


10,000 


500 


FRENCH 


LINE. 






1886 


7,315 


9,000 


508 


1886 


7,646 


9,000 


508 


1890 


9,161 


12,000 


536 


1899 


11,874 


22,000 


580 


1900 


11,889 


22,000 


580 


1906 


14,744 


30,000 


624 


1908 


11,103 


9,500 


520 



*Tables copyright 1910 by Munn & Co., Inc. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



227 



TRANSATLANTIC PASSENGER STEAMERS FROM NEW YORK.— Continued. 



HAMBURG-AMERICAN LINE. 



Steamships. 



Year. 



Pennsylvania 

Patriots! 

Pretoria 

Bulgaria* 

Graf Waldersee 

Batavia* 

Deutschland 

Hamburg* 

Bluecher 

Moltke* 

Amerika 

Kaiserin Auguste Victoria. 

President Lincoln 

President Grant 

Cleveland 

Cincinnati 



1896 
1897 
1 .898 
1898 
1899 
1899 
1900 
1900 
1901 
1902 
1905 
1906 
1907 
1907 
1908 
1908 



Gross 
Tonnage 



13,333 
13,273 
13,234 
11,077 
13,193 
11,464 
16,502 
10,532 
12,334 
12,335 
22,225 
24,581 
18,100 
18,100 
18,000 
18,000 



Indie. 
H.-P. 



Length. 



5,500 
6,000 
5,400 
4,000 
5,500 
4,000 
37,800 
9,000 
9,500 
9,500 
15,500 
17,500 
7,500 
7,500 
9,300 
9,300 



557.6 

560 

560 

501.6 

560 

501 

686.6 

498 

525.6 

525 

690 

700 

615 

615 

600 

600 



* Mediterranean Service. 

HOLLAND-AMERICA LINE. 

(Ne therlands-Am erican Steam Navigation 

Statendam 

Potsdam 

Ryndam 

Noordam 

New Amsterdam 

Rotterdam 




10,490 
12,600 
12,546 
12,540 
17,250 
24,170 




530 
560 
560 
560 
615 
668 



ITALIA LINE. 

(Societa di Navigazione a Vapore. Naples, Genoa, New York Service.) 



Ancona. . . 
Verona. . . . 
Taormina. 




LA VELOCE LINE. 

(Navigazione Italiana a Vapore.) 




NAVIGAZIONE GENERALE ITALIANA 

(Florio Rubattino). 

~~1270"00~ 




Duca d'Aosta I 1909 

Duca di Genova ! 1908/9 

Duca di Abruzzi | 1908 



Florida 

Luisiana 

Indiana 

Virginia 

Cordova 

Mendoza 

Principessa Mafalda 



Friedrich der Grosse 

Bremen 

Kaiser Wilhelm der Grosse 

Rhein 

(Grosser Kurfiirst 

Main 

Kronprinz Wilhelm 
Kaiser Wilhelm I] 
Prinzess Alice 
Kronpr'n Cecilie 

Luetzow 

Derfninger 

Prinz Fr. Wilhelm 

George Washington 



NORTH GERMAN LLOYD. 

(Bremen Service.) 
1896 




10,568 
11,570 
14,349 
10,058 
13,245 
10,067 
14,908 
19,500 
10,911 
20,000 
9,800 
9.800 
17,500 
25,570 



7,200 

8,000 

28,000 

5,500 

9,700 

5,500 

35,000 

43,000 

9,000 

45,000 

6,500 

6,500 

14,000 

20,000 



546 
569 
649 
520 
582 
520 
663 
707 
524 
707 
555 
555 
613 
723 



228 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



TRANSATLANTIC PASSENGER STEAMERS FROM NEW YORK- 

NORTH GERMAN LLOYD. 

(Mediterranean Service.) 



-Continued. 



Steamships. 


Year. 


Gross 
Tonnage 


Indie. 
H.-P 


Length. 




Tioenigin Luise 


1896 
1896 
1899 
1900 
1908 


10,711 
10,915 
10,643 
10,881 
19,200 


7,000 
7,000 
9,000 
9,000 
16,500 


544 
546 
525 
525 
613 




Barbarossa 




Koenig Albert 




Berlin 





RED STAR LINE 





1893 
1900 
1901 
1902 
1902 
1903 
1908 


7,668.7 
11,898 
11,905 
12,188 
12,185 

7,913 
18,694 


5,300 
13,155 
13,155 
11,300 
11,300 

5,600 
16,000 


504 


Vaderland. . 


580 




580 




580 




580 


Samland 


490 




620 



SCANDINAVIAN-AMERICAN LINE. 






C. F. Tietgen 

Oscar II 


1897 
1901 
1902 


8,500 
10,000 
10,000 


5,500 
8,000 
8,000 
8,000 


485 
515 


Hellig Olav 


515 




1903 


10,000 


515 



WHITE STAR LINE. 



Teutonic . . 
Majestic. . 
Oceanic . . . 

Celtic 

Cedric. . . . 

Cretic 

Arabic .... 
Baltic .... 
Adriatic . . 
Laurentic . 
Megantic . 
Olympic (Building)* 



Titanic (Building) ..I 1911 




9,984 
10,147 
17,274 
20,904 
21,035 
13,507 
15,801 
23,876 
24,541 
14,892 
14,878 
45,000 
45,000 



17,000 
17,000 
28,000 
13,500 
13,500 
7,010 
10,800 
13,300 
40,000 



* Launch is set for Oct. 20, 1910. 



582 

582 

705.6 

697.5 

697.5 

601.8 

615.6 

726 

726 

565 

565 

860 

860 



TRANSATLANTIC PASSENGER STEAMERS FROM PORTS OTHER 

THAN NEW YORK. 



CTJNARD LINE. 

(Boston-Liverpool Service.) 





1900 
1900 


14,100 
14,300 


10,400 
10,400 


600 




600 









ALLAN 


LINE. 






Numidian 

Mongolian 

Carthaginian 


1881 

1891 
1891 
1884 
1884 
1902 
1902 
1900 
1893 


5,395 
4,836 
4,838 
4,444 
3,846 
4,508 
4,505 
4,309 
3,546 


774 

582 
582 
475 
463 
446 
446 
359 
328 


440.8 
400 
400 
386 


Siberian 


372 


Hungarian 


388 


Ontarian 

Orcadian 


385 

385.2 

361 



LEYLAND LINE. 



Devonian 




11,000 
11,000 

9,500 
11,000 

9,000 




571 


Canadian 


571 
549 


Bohemian 


529 




529 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



229 



TRANSATLANTIC PASSENGER STEAMERS FROM PORTS OTHER THAN 

NEW YORK— Continued. 







WHITE STAR LINE. 






Steamships. 


Year 


Gross 
Tonnage. 


Indie. 
H.-P. 


Length. 


Cymric 


1898 
1901 


13,096 
11,905 


13,155 


599 


Zeeland 


580 



NORTH GERMAN LLOYD S. S CO. 

(Baltimore-Bremen Service.) 



Rhein 


1899 
1901 


10,058 
7,524 


5,500 
3,400 


520 




428 




1901 


9,835 


6,000 


520 


Main 


1900 


10,058 


5,500 


520 






5,002 


3,600 


428 


Cassel 


i9oi 


7,553 


3,400 


428 





NORTH GERMAN LLOYD S. S. CO. 

(Galveston-Bremen Service.) 






Chemnitz 

Frankfurt 


1901 
1899 


3,200 
3,200 


7,542 
7,431 


430 
431 



ALLAN LINE. 

(Montreal Services.) 



Virginian 


1904 
1905 
1900 
1907 
1908 
1907 
1901 
1901 
1900 
1899 
1875 
1882 


10,629 

10,754 

10,576 

11,436 

10,920 

10,187 

8,268 

6,508 

6,270 

6,229 

4,349 

4,207 


849 
917 
803 
825 
604 
800 
447 
447 
316 
316 


520 
520.4 


Tunisian 


500.6 


Corsican 

Hesperian 

Grampan 


500.3 
485.5 

485.7 
470 


Pretorian .*■ 

Corinthian 


436.9 
430 


Sicilian 

Sardinian 


430 

400 




381 





CANADIAN PACIFIC RAILWAY CO. 






Empress of Britain 


1906 

1906 


14,500 
14,500 


3,168 
3,168 


548.8 


Empress of Ireland 


548.9 



Royal Mail Steamers "Empress of Britain" and "Empress of Ireland" leave Quebec in 
Summer and St. John in Winter. Other vessels of the line carry second only, second and 
steerage only, and steerage only. Their names are therefore omitted here. 



WHITE STAR-DOMINION. 



Laurentic. 
Megantic. 
Canada. . . 
Dominion. 

Ottawa. . . 



1909 
1909 



14,892 

15,000 

9,413 

6,618 

5,071 



484 
550 



DONALDSON LINE. 

(Montreal to Glasgow.) 


Athenia 


1904 

1906 
Building 


8,668 
8,135 


5,600 
5,555 


478 


Cassandra 

Saturnia 


455 


MONTREAL SERVICES THOMSON LINE. 

(Mediterranean Service.) 


Tortona 


! 1909 | 7,907 


5,400 


450.6 




PHILADELPHIA STEAMSHIP SERVICES AMERIC/ 


lN LINE. 




Merion 




11,635 

11,621 

6,409 




547 
547 

470 


RED STAR LINE. 


Marquette 

Menominee 


1898 
1897 
1898 


7,058 
6,918 
6,648 


5,000 
5,000 
5,000 


502 
490 


Manitou 


490 



230 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



STEAMSHIP RECORDS AND CASUALTIES. 

We are republishing, by permission of the Brooklyn Daily Eagle, from their "Almanac, 
the following valuable particulars relative to steamship records and casualties. 
(Copyright, 1910.) Revised for this book by Capt. A. W. Lewis. 
STEAMSHIP RECORDS 



The following table shows best record time 
between New York and European ports, east 
or west. For previous records see Eagle Al- 
manac 1908, page 467. 



Yr. 

1897 

1897 

1898 

1899 

1899 

1900 

1900 

1901 

1901 

1901 

1901 
1901 
1907 

1907 

1907 

1908 

1908 

1908 

1909 

1909 

1909 

1909 

1909 

1910 



Name of steamship 



Kaiser Wilhelni der Grosse, 
N. Y to Southampton . . 

Same steamer, N. Y. to Ply- 
mouth .... 

Same steamer, Southamp- 
ton to N . Y 

Same steamer, Cherbourg 
to N. Y 

Samesteimer, New York to 
Cherbourg 

Deutschland, N. Y. to Ply- 
mouth 

Deutschland, Plymouth to 
N. Y 

Deutschland, eastbound 
(long course) 

Deutschland, Cherbourg to 
N. Y 

Kronprinz, N. Y. to Ply- 
mouth 

Oceanic, N. Y. to Liverpool. 

Oceanic, Liverpool to N. Y.. 

Lusitania, Queenstown to 
Sandy Hook Lightship . . 

Lusitania, N. Y. to Queens 
town 

Mauretania, N. Y. to 
Queenstown 

Mauretania, Queenstown to 
N. Y.. # 

Kronprinzessin Cecilie, 
Cherbourg to N. Y 

Kaiser Wilhelm II, N. Y. 
to Plymouth 

Kronprinzessin Cecilie, N 
Y. to Plymouth 

Lusitania, Queenstown to 
N. Y 

Lusitania, N. Y. to Queens 
town 

Mauretania, Queenstown to 
N. Y 

Mauretania, N. Y to 
Queenstown 

Mauretania, Daunt's Rock, 
Ambrose Lightship to. N 
Y. Long course 



I). H. M. 



5 17 8 

5 n io 

5 20 10 

5 ] 7 37 



5 7 38 

5 1G 24 

5 11 5 

5 12 23 



5 


9 


48 


5 


20 


32 


5 


17 


50 



18 40 



4 22 50 
4 22 29 
4 20 15 



5 11 



5 7 25 

4 11 42 

4 15 52 

4 10 51 

4 13 41 



1 



29 



Oct. 12, 417 years ago, Columbus on the 
Santa Maria made the first trans-Atlantic rec- 
ord of 71 days. 

The Deutschland, westward from Cherbourg 
to N. Y., 3,082 miles, July 30, 1901, made one 
day 601 knots; average speed, 23.07 knots. 
The Kronprinz Wilhelm, from N. Y. Oct. 1, 
1904, averaged 23.01 knots per hour. 

Sept. 6, 1902, Chas. R. Flint's yacht Arrow 
in a speed test on the Hudson, broke the 
world's record, making 1.19 miles in 1 min. 
19.39 sec, a rate of 45.06 miles an hour. 

Oct. 28, 1902, the Korea of the Pacific Mail 



S. S. Co., broke the record from Yokohama to 
San Francisco by 4 days, covering the distance 
of 4,700 miles in 10 days. 

The Deutschland left Hamburg Sept. 1, 
1903, and reached Sandy Hook in 5 days 11 
hours 54 minutes lowering her previous record 
29 minutes and record of new Kronprinz Wil- 
helm, 3 minutes. Average speed, 23.15 knots 
an hour. 

The battleship Kentucky made the run 
from Hong Kong to New York, 12,699 miles, 
arriving in New York May 21, 1904, making 
a new record for long distance run. From 
Funchal to New York an average of. 13.8 knots 
an hour was made, seven-tenths of a knot 
better than the Kearsarge. 

The armed cruiser West Virginia, flagship of 
the Pacific fleet, on June 25, 1908, on a 4-hour 
speed trial, made an average speed of 22.47 
knots. This makes her the fastest vessel of 
the battleship class in the Navy. 

The battleship Nebraska in 1904, from N. Y. 
to San Francisco, completed the trip in 52 
days. The armed cruiser South Dakota, from 
N. Y. to San Francisco, in 53 days. 

Record time by steamer San Francisco, Cal. 
to Honolulu, was made bv the Siberia, arriv- 
ing Aug. 21, 1905, in 4d. 19h. 20m., 3 h. better 
than best previous record. 

The French Line steamship Provence, May 
25, 1906, completed the record time from 
Havre to New York of 6 days 3 hours and 35 
minutes. 

The Lusitania, turbine Cunarder, on Aug. 
20, 1908, made a record run westward bound 
of 650 knots, and a record average of 25.05 
knots per hour. Her sister ship Mauretania 
on Feb. 15, 1909, made a record run westward 
bound of 671, an average of 25.55 knots per 
hour. Record hour run, 27 knots. 

The Kaiser Wilhelm II on Aug. 24, 19C8, 
completed 3,080 miles with an average run of 
23.71 miles per hour. Her best daily run was 
made July 8, 1906, westward bound, of 591 
knots. Best daily run westward bound of 
Kronprinzessin Cecilie, July 27, 1908, was 
590 knots. 

The warship Mississippi makes record run 
of 297 miles in 14 hours on May 25. 

New coastwise record made by Mallory Line 
steamer Brazos, from Galveston, on March 
10, arriving at New York in 4 days 15 hours 
15 minutes; average of 19.52 knots per hour; 
471 knots for a day's run. 

Submarine torpedo boat Narwhal covering 
300 nautical miles in 24 hours, with no stop; 
average of 12J nautical miles an hour. 



STEAMSHIP 



DISASTERS 
YEARS. 



OF RECENT 



Steamship Atlantic, White Star Line, sank 
on Mars Head, off Halifax, in a storm; 546 
lives lost; April 2, 1873. 

Steamship Pomerania, sunk in midnight col- 
lision with a bark in English Channel; 47 
lives lost; Nov. 25, 1878. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



231 



Steamship Oregon, Cunard Line, run into 
by unknown steamer, 18 miles east of L. I., 
sank 8 hours afterward; no lives lost; March 
14, 1886. 

Steamship Elbe, North German Lloyd Line, 
in collision with steamship Cathrie; 330 lives 
lost; Jan. 30, 1895. 

French steamship Ville de St. Nazaire 
burned in a storm off Cape Hatteras; 40 lives 
lost; March 7, 1897. 

Steamship Aden; sank off'Socotra, on east 
coast of Africa; 78 lives lost; June, 1907. 

French steamship Bourgogne rammed and 
sunk by steamship Cromartyshire off Sable 
Island; 560 lives lost; July 4, 1898. 

Steamship Norge, sunk at sea; 750 lives 
lost; July 3, 1904. 

Steamship Berlin wrecked off Holland 
coast; 150 lives lost; Feb. 21, 1907. 

Steamship St. Paui rammed British cruiser 
Gladiator off Isle of Wight; many sailors 
drowned; April 12, 1908. 

Steamship Ying King, foundered off Hong 
Kong; 300 Chinese drowned; July 28, 1908. 

Steamship Prudentia, lost on voyage to Ar- 
gentina, Aug. 9, 1908. 

Norwegian steamship Folgefouden sunk; 
many lives lost; Aug. 23, 1908. 

Steamship Archimedes lost in Baltic Sea; 
10 drowned; Nov. 5, 1908 

Steamship Finance sunk by steamship 
Georgic off Sandy Hook; 4 lives lost; Nov. 
26, 1908. 

Steamship San Pable sunk off Philippines; 
100 drowned; Nov. 27, 1908.^ 

Steamship Ginsei Maru wrecked off Wei- 
Hai-Wai and crew and passengers drowned 
Dec. 13, 1908. 

Steamsh p Soo City foundered off New- 
foundland; crew lost; Dec. 4, 1908. 

Steamship Eepublic rammed off Nan- 
tucket by S.S. Florida, 8 lives lost in collision; 
vessel sank ; help received by wireless; Jan. 

24 ' 190? t^v^ , , 

ai i u\ |.v, 1 1 tte^'ip'V- WwUc 1 1 fee. 

DIMENSIONS r OF THE PRINCIPAL 
DOMES. 

Diam. Height, 

ft. ft. 

Pantheon, Rome 142 143 

Cathedral, Florence. 139 310 

St. Peter's, Rome 139 330 

Capitol, Washington, D. C. . . 135+ 287+ 

St. Sophia, Constantinople. . . 115 201 
Baths of Caracalla, (Ancient) 

Rome 112 116 

St. Paul's, London 112 215 



HEIGHT OF OFFICE BUILDINGS. 



Building. 

Bowling Green Bldg., N. Y. . . 
Park Row Building, New York 
Times Building, New York . . . 
Manhattan Life Bldg., N. Y.. . 
Wall St. Exchange Bldg., N. Y 
St. Paul Building, New York.. 
American Surety Bldg., N. Y. 
Pulitzer (World) Bldg., N. Y. . 
Broad-Exchange Bldg., N. Y. 
42 Broadway Bldg., New York 
Whitehall Bldg., New York.. . 
Metropolitan Tower, New York 
Singer Building, New York 



Total height 

from 
sidewalk, ft. 

224 

386 

363 

348 

341 

313 

312 

309 

280 

260 

257 

700}- 

612 T X 3 



HEIGHT OF COLUMNS, SPIRES AND 
TOWERS. Feet, 

Eiffel Tower, Paris 1,000 

Washington Monument, Washington, D.C. 555 

Pyramid of Cheops 520 

St. Peter's, Rome 518 

Cologne Cathedral 501 

Strasburg 486 

Cathedral, Antwerp 476 

St. Stephen's, Vienna, ... : 465 

Cathedral, Salisbury 450 

Milan Cathedral 360 

Cathedral, Cremona 397 

St. Peter's, Rome 391 

Cathedral, Florence 352 

St. Paul's, London 366 

Hotel des Invalides, Paris 344 

Bunker Hill Monum't,Charlestown,Mass. 221 

Leaning Tower of Pisa 1 79 

Alexander Column, St. Petersburg 175 

.THE WEIGHT OF BELLS. 

Pounds 

Kremlin, Moscow 432.000 

Pekin 130,000 

St. Ivan's, Moscow 127,800 

Novgorod 62,000 

Sacred Heart, Paris 55,116 

Sens 43,000 

Vienna 40,200 

Olmutz, Bohemia 40,000 

Rouen 40,000 

Erfurt I 30,800 

Westminster, "Big Ben" . 30,300 

Houses of Parliament, London 30,000 

Notre Dame, Paris 28,600 

Montreal 28,500 

Cologne 25,000 

City Hall, N. Y 22,500 



LENGTH OF A FEW CELEBRATED 
Name. Length ft, 

Firth of Tay, Scotland 10,779 

Forth, Scotland 8,296 

East River, New York 7,200 

Brooklyn, New York 5,989 

Manhattan, New York 9,900 

Blackwell's Island, New York 7,450 

Washington Bridge, New York 2,300 

High Bridge, New York 1,460 

Niagara, below Falls, New York 1,040 

Niagara 910 

Freiburg, Germany 880 

Clifton, England 702 

Buda-Pest, Hungary 666 



BRIDGES. 




Type. 


Spanning. 


Girder. 


Firth of Tav. 


Cantilever. 


Firth of Forth. 


Suspension. 


East River. 


Suspension. 


East River. 


Suspension. 


East River. 


Cantilever. 


East River. 


Composite. 


Harlem River. 


Stone. 


Harlem River. 


Suspension. 


Niagara River. 


Cantilever. 


Niagara River. 


Suspension. 






Suspension. 


Avon. 


- Suspension. 


Danube. 



232 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 




Copyright, 1900, by Munn & Co. 

A COMPARISON OF MARINE ENGINE AND LOCOMOTIVE POWER. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



233 



SUPPLIES OF THE " DEUTSCHLAND." 



Not by any means the least im- 
pressive evidence of the huge size 
to which the modern transatlantic 
steamship has grown is to be found 
in the graphic representation, now 
presented, of the bewildering amount 
of provisions that have to be taken 
aboard for a single trip across the 
ocean. A mere tabulation of the vari- 
ous kinds of food which go to re- 
plenish the ship's larder, during the 
few days which she spends in port, 
fails to convey any adequate idea of 
the vast amount of stores taken 
aboard. Our pictorial representation 
is, of course, purely imaginary, par- 
ticularly as regards the live stock ; 
the beef, mutton, game, etc., being re- 
ceived on the ship in the dressed condi- 
tion, no live stock whatever being car- 
ried. The drawing was made up from 
a list of the actual amount of pro- 
visions carried on a recent eastward 
trip on the Hamburg-American liner 
"Deutschland," and the number of live 
stock which contributed to meet 
the supplies for one voyage was es- 
timated from the actual number of cat- 
tle, sheep, etc., that would be required 
to make up the total weights in dressed 
meats. With the exception of the live 
stock, the provisions are shown in the 
actual shape in which they would be 
taken on board. 

The dimensions of the vessel are : 
Length, 686 feet ; beam, 67 feet, and 
displacement, 23,000 tons; her highest 
average speed for the whole trip is 
23.36 knots, and she has made the 
journey from Sandy Hook to the 
Lizard in five days seven hours and 
thirty-eight minutes. In considering 
the question of feeding the passengers 
on a vessel of this size, the thought 
is suggested that here are other hun- 
gry mouths within the hull of the ship 
besides those to be found in the din- 
ing saloons of the passengers and the 
messrooms of the crew ; mouths that 
are so voracious that they require 
feeding not merely at the three regular 
meal hours of the ship, but every hour 
of the day and night, from the time 
the moorings are cast off at one port 
until the vessel is warped alongside at 
the other. We refer to the 112 fur- 
naces in which the fuel of the sixteen 
boilers in the boiler-room is consumed 
at the rate of 572 tons per day. Now, 
although the voyage from New York 
to Hamburg lasts only six or seven 
days, according to the state of the 
weather, the bunkers of the ship are 



constructed to hold a sufficiently large 
reserve of coal to cover all contin- 
gencies, her total coal capacity being 
about 5,000 tons ; and at each voyage 
care is taken to see that they are 
pretty well filled. 

The total number of souls on board 
of the vessel when she has a full pas- 
senger list is 1,617, made up of 467 first 
cabin, 300 second cabin, 300 steerage 
and a crew of 550, the crew compris- 
ing officers, seamen, stewards and the 
engine-room force. Sixteen hundred 
and seventeen souls would constitute 
the total inhabitants of many an 
American community that dignifies 
itself with the name of "city," and it is 
a fact that the long procession which 
is shown in our illustration, wending 
its way through the assembled pro- 
visions on the quay, by no means rep- 
resents the length of the line were the 
passengers and crew strung out along 
Broadway or any great thoroughfare 
of that city. If this number of people 
were to march four deep through 
Broadway, with a distance of say 
about a yard between ranks, they 
would extend for about a quarter of a 
mile, or say the length of five city 
blocks. 

To feed these people for a period of 
six days requires, in meat alone, the 
equivalent of fourteen steers, ten 
calves, twenty-nine sheep, twenty-six 
lambs, and nine hogs. If the flocks of 
chickens, geese and game required to 
furnish the three tons of poultry and 
game that are consumed were to join 
in the procession aboard the vessel, 
they would constitute a contingent by 
themselves not less than 1.500 strong. 
The ship's larder is also stocked with 
1,700 pounds of fish, 400 pounds of 
tongues, sweetbreads, etc., 1,700 dozen 
eggs and 14 barrels of oysters and 
clams. The 1,700 dozen eggs packed 
in cases would cover a considerable 
area, as shown in our engraving, while 
the 1,000. brick of ice cream would re- 
quire 100 tubs to hold them. Of table 
butter there would be taken on board 
1,300 pounds, while the 2,200 quarts of 
milk would require 64 cans to hold it, 
and the 300 quarts of cream 8 cans. 

In the way of vegetables there are 
shipped on board 175 barrels of pota- 
toes, 75 barrels of assorted vegetables, 
20 crates of tomatoes and table celery. 
200 dozen lettuce : while the require- 
ments of dessert alone would call for 
4 1-4 tons of fresh fruits. For making 
up into daily supply of bread, biscuits, 



234 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 




Copyright, j 901, by Munn & Co. 

SUPPLIES OF THE "DEUTSCHLAND." 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



cakes, pies, and the toothsome odds- 
and-ends of the pastry cook's art, there 
are taken on board at each trip 90 bar- 
rels of flour, each weighing: 195 pounds, 
this item alone adding a weight of 8% 
tons to the cooks' stores. To this also 
we mast add 350 pounds of yeast and 
000 pounds of oatmeal and hominy. 

Under the head of liquids the most 
important item is the 400 tons of 
drinking water, whose bulk is ade- 
quately represented by the circular 
tank shown in our engraving. This is 
supplemented by 12,000 quarts of wine 
and liquors, 15,000 quarts of beer in 
kegs, besides 3,000 bottles of beer. 
Last, but not by any means least, is 
the supply of 40 tons of ice. 

Of course, it will be understood that, 
as in the case of the coal, it is not to 
be supposed that all of this supply will 



be consumed on the voyage. There 
must be a margin, and a fairly liberal 
margin, of every kind of provision. 
Moreover, the extent to which the 
larder and cellar are emptied will vary 
according to the condition of the voy- 
age. In tempestuous weather, where 
the trip is a succession of heavy gales, 
and the dining room tables are liable 
to be practically deserted for two or 
three days at a stretch, the consump- 
tion will be modified considerably. 
Stormy voyages of this character, 
after all, occur at infrequent intervals, 
and as a rule the supplies are pretty 
well consumed by the time the pas- 
sage is over. 

Now, having dealt with the general 
food supplies, we will deal with the 
food supplies of another large liner for 
a single trip. 



PROVISIONING THE " KRONPRINZ WILHELM 

TRANSATLANTIC TRIP. 



FOR A SINGLE 



The Book of Genesis does not record 
the tonnage of the huge vessel which 
finally stranded on Mount Ararat, af- 
ter finishing the most wonderful voy- 
age ever described in the annals of 
mankind. But it is quite safe to as- 
sume that the dimensions of the Ark, 
that old-time floating storehouse, are 
exceeded in size by the largest of 
steamships now crossing the Atlantic. 

Not the least striking evidence of 
the size of these modern monsters of 
the deep is afforded <hy the vast quan- 
tities of food which must be taken 
aboard for a single six-day trip across 
the Atlantic. For the 1,500 passen- 
gers and the several hundred men con- 
stituting the crew, carloads of food 
and whole tanks of liquids are neces- 
sary. To enumerate in cold type the 
exact quantities of bread, meat, and 
vegetables consumed in a weekly trip 
would give but an inadequate idea of 
the storing capacity of a modern liner. 
We have, therefore, prepared a picture 
which graphically shows by compari- 
son with the average man the equiva- 
lent of the meat, poultry, and bread- 
stuffs, as well as the liquors used. 
Each kind of food has been concen- 
trated into a giant unit, compared 
with which the figure of the average 
man seems puny. 

On the "Kronprinz Wilhelm," of the 
North German Llovd Line, which 
steamship we have taken for the pur- 
pose of instituting our comparisons, 
some 19,800 pounds of fresh meat and 



14,300 pounds of salt beef and mut- 
ton, in all 34,100 pounds of meat, are 
eaten during a single trip from New 
York to Bremen. This enormous quan- 
tity of meat has been pictured in the 
form of a single joint of beef, which, 
if it actually existed, would be some- 
what less than 10 feet high, 10 feet 
long, and 5 feet wide. If placed on 
one end of a scale, it w r ould require 
about 227 average men in the other end 
to tip the beam. 

For a single voyage the "Kronprinz 
Wilhelm" uses 2,640 pounds of ham. 
1,320 pounds of bacon, and 506 pounds 
of sausage — in all, 4,466 pounds. 
Since most of this is pork, it may 
well be pictured in the form of a hani. 
That single ham is equivalent in 
weight to 374 average hams. It is 
7 1 / 4 feet high, 3 feet in diameter and 
2 feet thick. 

The poultry eaten by the passen- 
gers of the steamer during a trip to 
Bremen or New York weighs 4.840. 
pounds. Suppose that we show these 
4,840 pounds of poultry in the form 
of a turkey, dressed and ready for 
the oven. The bird would be a giant 
10 feet long, 8 feet broad, and 5 feet 
high. 

Sauerkraut, beans, peas, rice, and 
fresh vegetables are consumed to the 
amount of 25,320 pounds. Packed for 
market, these preserved and fresh vege- 
tables would be contained in 290 bas- 
kets of the usual form, which piled up 
make a formidable truncated pyramid- 



236 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 




SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



237 



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238 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 




WRTLA>iD M£AD 



PORTLAND HARBOR, MAINE. 



THE FRENCH REPUBLICAN CALENDAR 

This, although reckoned from the 22nd September, 1792, was not introduced until the 22nd 
November, 1793. It remained in use only till the 31st December, 1805. The Gregorian 
Calendar was restored January 1st, 1806 (Nivose 10, Year XIV.). The months varied in 
different years, thus Nivose 1 commenced December 21st in 1793, December 22nd in 1795, 
December 21st in 1796, December 22nd in 1799, December 23rd in 1803, and December 22nd 
in 1804 and 1805. The following are the dates for the year 1804, the last complete year of 
the Calendar: — 



Vendemiaire (Vintage), 2% Sept. to Oct. 22 



Brumaire 

Frimaire 

Nivose 

Pluviose 

Ventose 



(Foggy), 

(Sleety), 
(Snowy), 
(Rainy) , 
(Windy), 



23 Oct. to Nov. 22 
22 Nov. tb Dec. 21 
22 Dec. to Jan. 21 
21 Jan. to Feb. 20 
20 Feb. to Mar. 21 



Germinal (Budding), 22 Mar. to Apr. 21 

Floreal (Flowery), 21 April to May 20 

Prairial (Pasture), 21 May to June 20 

Messidor (Harvest), 20 June to July 19 

Thermidor (Hot), 20 July to Aug. 19 

Fructidor (Fruit), 19 Aug. to Sept. 18 



The months were divided into three decades of ten days each, but to make up the 365, five 
were added at the end of September; (Primidi), dedicated to Virtue; (Duodi) to Genius; (Tridi) 
to Labor; (Quartidi) to Opinion; and the 5th (Quintidi) to Rewards. To Leap Year, called 
Olympic, a sixth day, the 22nd or 23rd September (Sextidi), "Jour de la Revolution," was 
added. This variation of dates has led to considerable confusion, but those who may wish to 
trace the fourteen years will find some very elaborate tables in the English edition of Bour- 
nenne's "Life of Napoleon": Bentley. — Whitaker's Almanack. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



J39 




BOSTON HARBOR AND APPROACHES. 



AROUND THE WORLD IN 
THIRTY-EIGHT DAYS ! 

When Jules Verne wrote his fasci- 
nating story, "Around the World in 
80 Days" he probably did not realize 
that within a comparatively short 
period this trip could be made in much 
abbreviated time. In fact Phineas 
Fogg could now make the complete 
circuit of the earth in 38 days. The 
International Sleeping Car Company 
has worked out the proposition for 
the editor as follows : Leave New 
York by the Twentieth Century 
Limited for Chicago, then via St. 
Paul to Vancouver, so as to make an 
exact connection with the Canadian 
Pacific express steamer across the 
Pacific ; from Yokohama go to Tsuru- 
sa, from there to Vladivostok. The 
Trans-Siberian is then taken to Mos- 
cow, London is then reached, and 
either the "Lusitania" or the "Mau- 
retania" should be caught in order to 
make the trip in 38 days. The trip 
will then be as follows : New York to 
Vancouver, 4% days ; Vancouver to 
Yokohama, 18 days ; Yokohama to 
Vladivostok, including necessary lay- 
overs, 2% days ; Vladivostok, one day ; 



Vladivostok to Moscow, 10 days ; Mos- 
cow to London, 2 days ; London to 
New York, 5 days ; total 38 days. 

TOTAL PASSENGERS (INCLUDING IM- 
MIGRANTS) ARRIVED IN NEW 
YORK, N. Y. 

1884 425,262 

1885 361,711 

1886 332,049 

1887 446,937 

1888 491,027 

1889 414,878 

1890 450,394 

1891 533,164 

1892 581,175 

1893 513,791 

1894 335,752 

1895 319,687 

1896* 

1897* 

1898 270,278 

1899 334,469 

1900 458,994 

1901 538,908 

1902 626,185 

1903 761,500 

1904 741,202 

1905 939,504 

1906 1,068,847 

1907 1,263,042 

1908 843,597 

* No data as to United States citizens 
and non-immigrant aliens returning. % 



240 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



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BALTIMORE AND CHESAPEAKE BAY. 



Restaurant dining on the ocean is on the 
increase and dinner parties are an established 
feature. 




APPROACH TO SEATTLE. 



WILMINGTON 




BELL&\ 
W^QPN « M<?G SHOAL 



G^ pC ^W °1 » whTstle 



PHILADELPHIA'S PATH TO THE SEA. 



THE FUNNEL MARKS OF TRANS- 
ATLANTIC LINES 
Our frontispiece gives an idea of the 
funnel marks, also the house flags of 
the principal transatlantic lines. The 
following recapitulation, however, may- 
prove of interest 



Lines 
American 

Anchor 

Atlantic Transport 

Cunard 

French 

Hamburg- American 

Netherlands- Amer. 

Nor. Ger. Lloyd 
Red Star 

Scandinavian- Am'r 
White Star 



Funnel Marks 
Black, white band, black 

top. 
Black 

Red, with black top. 
Red, with black rings 

and black top. 
Red, with black top. 
Express service, buff; 

regular, black. 
Cream, white band, with 

green borders. 
Ochre. 
Black, white band, black 

top. 
Black, red, black. 
Buff, with black top. 



SCIENTIFIC AMERICAN" HANDBOOK OF TRAVEL 



241 




THE HARBOR OF SAN FRANCISCO 
CABLES OWNED BY NATIONS. 



Austria 

Belgium 

Denmark 

France 

Germany 

Great Britain and Ireland 

Greece 

Holland 

Italy 

Norway 

Portugal 

Russia 

Russia in Asia 

Spain . 

Sweden 

Switzerland 

Turkey 

Argentine Republic and Brazil.. 
Australia and New Zealand. . . . 



48 

3 

' 98 

87 

88 

191 

46 

36 

41 

626 

4 
25 

3 
16 
16 

3 
23 
41 
46 



224 

77 

306 

11,178 

3,167 

2,304 

54 

243 

1,073 

970 

115 

314 

171 

1,903 

209 

16 

352 

105 

439 



Bahama Islands 

British America 

British India 

Portuguese Possessions in Africa 

Japan 

Macao 

Nouvelle Caledonie 

Netherlands Indies 

Senegal, Africa • 

Siam 

Indo-Chine Francaise 

Pacific Cable Board (cables in 
the Pacific between British 
America and Australia) 

Philippine Islands 

United States (Alaska) 



Total. 



1 
2 
8 
2 
127 
1 
1 
15 
1 
3 
3 



5 
33 

12 



213 

399 

1,993 

26 

4,364 

2 

1 

2,855 

3 

13 

1,479 



7,837 
1,313 
2,348 



1,655 



46,066 



242 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



THE SUBMARINE CABLES OF THE WORLD.* 

(From report issued by the Bureau International de 1'Union Telegraphique.) 
The following table sets forth the entire system of submarine cables of the world, including 
those along the shores and in the bays, gulfsand estuaries of rivers, butexcepting those in lakes 
and the interior watercourses of continents. The list includes all cables operated by private 
companies, and in addition thereto under the name of each nation is given the list of cables 
operated by the government of that nation. 



Companies. 



U VI 

o 



Anglo-American Telegraph Co. . . 
Transatlantic System — Va- 
ientia (Ireland) to Heart's 
Content (Newfoundland). 

Commercial Cable Co 

Transatlantic System — 

Waterville (Ireland) to 

Canso (Nova Scotia). 

Canso, N. S., to New York. 

Canso, N. S., to Rockport, 

Mass. 

Commercial Pacific Cable Co. . 

San Francisco to Manila. 

Manila to Shanghai. 

De 1 ils de Peel (Bonins) 

Guam. 

Commercial Cable Co. of Cuba 

Coney Island (New York) to 

Havana (Cuba). 

Direct United States Cable Co. . 

Ballinskellig's Bay (Ireland) 

to Halifax (Nova Scotia). 
Halifax, N. S., to Rye Beach, 
N. H. 
Western Union Telegraph Co. . . 
Transatlantic System — Sen- 
nen Cove, near Penzance, 
England, to Dover Bay, 
near Canso, N. S. 
Dover Bay, N. S. to New York 
Gulf of Mexico System. 
Compagnie Francaise des Cables 

Telegraphiques 

Brest (France) to Cape Cod, 

Mass. 
Brest (France) to St. Pierre- 

Miq. 
St. Pierre to Cape Cod, Mass. 
Cape Cod, Mass., to New York 

African Direct Telegraph Co 

Black Sea Telegraph Co 

Western Telegraph Co 

Carcavellos, near Lisbon (Por- 
tugal), to Madeira, to St. 
Vincent (Cape Verde Isl.), 
to Pernambuco, Rio de 
Janeiro, Santos, Montevi- 
deo, Horta (Azores), to St. 
Vincent (Cape Verde Isl.). 
Central and South American Tel- 
egraph Co 

Companxa Telegrafico-Telefonica 

del Plata 

Direct West India Cable Co 

Bermuda-Turk's Island, and 
Turk's Island-Jamaica. 






14 



12 



13 



32 



10 

1 

28 



20 

1 

2 



9,554 
15,450 

10,004 

1,285 
3,095 

7,478 

Wn 

12,102 



3,012 

337 

18,759 



7,500 

28 
1,265 



Companies. 



Cuba Submarine Telegraph Co. . . 
Direct Spanish Telegraph Co ... . 
Eastern and South African Tele- 
graph Co 

Eastern Extension and Austral- 
asia and China Telegraph Co . . 
Eastern Telegraph Co 

Anglo-Spanish-Portuguese 
System. 

System West of Malta. 

Italo-Greek System. 

Austro-Greek System. 

Greek System. 

Turko-Greek System. 

Turkish System. 

Egypto-European System. 

Egyptian System. 

Egypto-Indian System. 

Cape Town to St. Helena. 

St. Helena to Ascension Isl. 

Ascension Isl. to St. Vincent. 

Natal-Australia System. 
Europe and Azores Telegraph Co 
Compagnie A llemande des Cables 
Transatlantiques 

Borkum Island to Azores, to 
Coney Island, N. Y. 

Borkum Island to Vigo, Spain 

Grande Compagnie des TcU- 

graphes du Nord 

Cables in Europe and Asia. 
Deutsch-Niederlandische Tele- 
graphen gesellschaft 

Menado (Celebes) — Japan 
(Caroline); Guam (Mari- 
annes); Shanghai. 
Osteuropaische T elegraphenge- 
sells 

Kilios (Constantinople) — Con- 

stantza (Roumanie). 

Halifax and Bermuda Cable Co. . 

Indo-European Telegraph Co. . . . 

India Rubber, Gutta Percha, and 

Telegraph Works Co 

Mexican Telegraph Co 

River Plate Telegraph Co 

South American Cable Co 

United States and Hayti Tele- 
graph and Cable Co 

West African Telegraph Co.. . . 
West Coast of America Telegraph 

Co 

West India & Panama Tele- 
graph Co 



0> <B 

S « 
so 



Grand total. 



98 



403 



* From the "World Almanac" for 1910, Copyright. Reprinted by permission. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



243 



RAILROADS OF THE WORLD. 



Miles. 

United States 217,328 

Great Britain 97,900 

Russia 35,336 

Germany 31,943 

France 27,285 

India 25,515 

Austro-Hungary , 23,432 

Canada 18,397 

Australia 14,925 

Argentina. 10,479 

Italy 9,881 

Mexico 9,660 

Brazil 9,248 

Spain 8,447 

Sweden 7,242 

South Africa , 5,504 

Siberia 4,965 

Japan 4,093 

Belgium 4,047 

Algiers and Tunis « 3,060 



Miles. 

Egypt 2,903 

Chili 2,896 

Switzerland 2,443 

New Zealand 2,374 

Holland 2,035 

Roumania 1,982 

Turkey (and Bulgaria, &c.) 1,963 

Denmark 1,917 

Portugal 1,402 

Dutch Indies 1,392 

Norway 1,313 

China 772 

Greece 667 

Servia 361 

Total mileage of the world (includ- 
ing other small countries) 510,470 



This is "route mileage." 
more. 



" Track mileage " (including double lines and sidings) is considerably 



LONG RAILWAY TUNNELS. Mls Yds 

Simplon, Switzerland-Italy 12 458 

St. Gothard, Switzerland 9 564 

Mont Cenis, Italy-France 7 1730 

Arlberg, Austria 6 404 

Hoosac, U. S. A , 4 1320 

Severn, Great Western 4 624 

Totley, Midland 3 950 

Standedge, North Western 3 62 

Woodhead, Great Central 3 17 

Box, near Bath, Great Western (old) 1 1320 



POPULATION OF THE WORLD. 

The annual death rate per 1000 population also decreases, especially among children. 
England and Wales it is 12.8 (mean average previous years 16.8). 



In 



In London 1 1.9 

Paris ». . . . 17.3 

St. Petersburg 28.6 

Berlin 17.2 

Vienna 20.9 

Bombay 78.9 

Trieste 31.2 

Antwerp 13.6 



In New York 1S.6 

76 largest towns in United King- 
dom 13.3 

141 smaller towns in United King- 
dom 13.6 

Remainder of country 14.5 



DENSITY OF POPULATION. 

Egypt proper is the most densely populated country, having 750.5 per square mile. Belgium 
comes next with 588, then Holland. The United Kingdom has 341.6, Japan 296.4, after which 
come the other European Countries down to Russia with 51 and Sweden with 29. The United 
States has only 21.4, and the South American Republics all less. Australia contains only 1.38 
persons per square mile. In England there is an average of just about 1 person per acre. 



Lord Rayleigh has recently made some 
interesting experiments to determine the colors 
of the sea and sky. Other experimenters, 
such as Davy, Bunsen, and Spring, were ali 
satisfied that the color of water was blue, but 
Lord Rayleigh's experiments have supplied 
only limited confirmation of that view. 



What appears to be the intrinsic celor of the 
sea he finds is often due to the color of the 
sky or is affected by the color of the bottom. 
With carefully distilled water he. got the same 
blue color of water as the water from Capri 
and Suez, while that from Seven Stones Light- 
ship, off the Cornish coast, gave a full green. 



244 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



RAILWAY SPEED IN ENGLAND. 

The Fastest Running, without stoppage, is made by the Companies as under: — 



Company. 



Train. 



North Eastern 
Caledonian. . . . 
Great Western 



Great Northern 

( treat ( ientral 

London and South Western 

London and North Western 

Midland , 

Lancashire and Yorkshire 

South Eastern and Chatham 

Great Southern and Western 

Glasgow and South Western 
London. Brighton & South Coast 

( ireat Eastern 

North British 

Highland 



1. 8 
lo. 5 
L0.15 

4.26 
6.20 
3.25 
8.62 
6. 3 
11.40 

4.5:? 

5.26 
?. 6 
5. 
9.50 

2. 
M. 5 



From 



Darlington. . . 

Forfar 

Paddington . 

( rrantham.. . . 
Marylebone. 
A.ndover 

Willesden.. . . 

St. Pancras. 

Liverpool. . • 

Tonbridge.. . 
Ballybrophy., 

Kilmarnock. 

Victoria 

Liverpool St. 

Edinburgh. . . 
Mla.ii AtholL. 



To 



York 

Perth 

Bristol, via 
Bath 

Doncaster. . . 

Leicester 

Vauxhall.. . . 

Birmingham. 

Nottingham. 

Manchester.. 

Ashford 

Mallow. . . . 

. 'Carlisle 

. Brighton. . . . 

. iTrowse 

. 'Berwick. . . . 
JPerth 



Tii 



H. M. 
43 
32 

2 

52 



2 12 
40 

30 

1 28 
1 46 


17 
10 



I 

2 
1 
51 



Dis- 
tance 



Miles. 
44 1 
32 i 

118| 
50J 

107 i 
65 

107 J 

1231 
361 
261 
77J 
911 
51 

114 
571 
35 fc 



Aver- 
age 

Speed. 



The Longest Runs without Stoppage aro made by the Companies as under: — 

To 



< Sompany 



Train. 



Great Western 

London and North Western 

Midland 

( ire.it Northern 

< Ireat Central 

Caledonian 

( ireat Eastern 

North Kastern 

London and South Western 

North British 

Glasgow and South Western 

London, Brighton .v. South Coast 

South Eastern & Chatham 

Lancashire and Yorkshire 



10.30 

11.15 
11.50 

2.21 
3.15 

2.17 
1.30 

11.17 
4.10 
9.30 
2. 4 

11.35 
9. 5 

10.52 



From 



Paddington . . . 

Euston. ...... 

St. Pancras. . 

Wakefield 

Marylebone. . . 

Carlislo 

Liverpool St.. . 

Newcastle 

Waterloo. 
Edinburgh. . . 
Kilmarnock. . . 
Clapham J'ct... 
( iannon Street. 
Huddersfield. . 



Time. 



Plymouth, 

via Westbury 

Rhyl 

Shipley 

King's Cross.. . 
Sheffield, via 

Aylesbury... . 

Perth 

N. Walsham.. 
Ldinburgh. . . . 
Bourn'mo'thC. 

Carlisle 

Carlisle 

Fratton 

Dover Pier... . 
Poulton 



11. M. 

4 7 

3 57 

4 5 
3 9 



1 46 



Dis- 
tance 



Miles. 

225:1 
209 J 
206 

17 5 i 

165 
150J 
131 
1241 
108 
98', 
911 
81* 
761 
66 



61.7 
60.9 

59.1 
58.2 
57.6 
57.4 
57.0 
56.1 
54.8 
53.0 
53.0 
51.8 
52.0 
49.9 
49.2 
41.4 



Aver- 
age 
Speed. 



54.8 
53.0 
50.4 
55.8 

55.9 
50.2 
49.7 
54.1 
51.4 
45.1 
51.5 
45.0 
46.2 
38.8 



PANAMA, SUEZ, AND CAPE OF 
GOOD HOPE ROUTES. 

Tho following table gives the dis- 
tance from New York to ports named 

by i he routes specified : 



From 


Via 
Pan- 
ama. 

10,908 
10,828 
9,692 

11,412 
9,911 


Via 
Suez. 

12,914 

12,187 
13,019 
11,485 
12,737 


Via Cape 

of < iood 

Hope. 


New York to — 

Tientsin 

Shanghai. . . . 
Tokyo 

Melbourne . . . 


15,003 
14,44(i 
15,17s 
18,555 
12,206 



There are 47 steamships engaged In 
cable-laying and repairing. 



TURBINE ENGINES. 

At the end of September, 1909, there 
were 7. r > merchant steamers and yachts 
fitted with turbine engines, represent- 
ing a gross tonnage of about 292,000 
tons, and 50 per cent, of the merchant 
vessels are capable of a speed of 20 
knots and upward, the largest being 
as follows : 

Tonnage. Flag. 

Mauretania 31,938 British 

Lusitania 31,550 " 

Carman ia 19,524 " 

Chivo Maru . . . .13,42(1 Japanese 

Tenyo Maru 13,454 

Heliopolis 10,897 British 

Cairo 10,804 M 



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SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



247 



POPULATION OF THE GREATEST CITIES IN THE WORLD. 



City. 



London 

" with Subs 

New York 

Paris 

Berlin 

Chicago 

Vienna 

Canton 

Tokio , 

Osaka 

Philadelphia 

St. Petersburg. . . . 

Calcutta ._ 

Constantinople. . . 

Peking 

Moscow 

Buenos Ayres .... 

Bombay 

Glasgow 

Buda Pesth 

Hamburg 

Liverpool 

Rio de Janeiro .... 

Warsaw 

St. Louis 

Cairo 

Boston 

Naples 

Manchester 

Brussels 

Amsterdam 

Birmingham ' 

Sydney 

Madrid 

Barcelona 

Madras 

Baltimore 

Rome 

Melbourne 



Country. 



England 

United States 

France 

Germany. . . . 

U. S. A 

Austria 

China 

Japan 

Japan 

U. S. A 

Russia 

India 

Turkey 

China 

Russia 

Argentina. . . . 

India 

Scotland 

Hungary 

Germany. . . . 

England 

Brazil 

Russia 

U. S. A 

Egypt 

U. S. A 

Italy 

England 

Belgium 

Holland 

England. .\ . . 

N. S. W 

Spain 

Spain 

India 

U. S. A 

Italy.. 

Victoria 



Census 
Year. 



1901 
1901 
1900 
1901 
1900 
1900 
1901 
Est. 
1900 
1900 
1900 
1900 
1901 
1901 
Est. 
1897 
1900 
1900 
1901 
1901 
1900 
1901 
1900 
1897 
1900 
1897 
1899 
1900 
1901 
1899 
1900 
1901 
1902 
1897 
1897 
1901 
1900 
1904 
1902 



Population. 



4,536,541 

6,581,371 

3,437,200 

2,714,068 

1,884,151 

1,698,575 

1,635,647 

1,600,000 

1,507,642 

1,311,909 

1,293,697 

1,248,643 

1,121,664 

1.125,000 

1,000,000 

988,614 

895,000 

776,843 

760,423 

732,322 

705,738 

685,276 

674,952 

638,209 

575,238 

570,062 

560,892 

544,057 

543,969 

531,611 

523,558 

522,182 

516,010 

512,150 

509,589 

509,346 

508,957 

503,857 

502,610 



LONDON IN 1910 AND 1920. ' 

Mr. E. Cottrell has constructed curves of the rate of increase of population in large cities. 
From these the following table has been compiled, showing the probable populations in future 
years, if the same rate of increase be maintained: — 



City. 



Population. 
1900. 



Rate of 
Increase 



Est. Pop. 
1910. 



Est. Pop. 
1920. 



Greater London. . . 

London 

Greater Paris 

Paris 

Greater Berlin 

Berlin 

Greater New York 

New York 

Chicago 

Vienna 

Philadelphia 

St. Petersburg. . . . 



6,652,145 
4,589,129 
3,599,991 
2,714,068 
2,512,253 
1,884,157 
3,833,999 
1,850,093 
1,838,735 
1,639,811 
1,369,632 
1,132,677 



20.0 

8.6 

18.0 

19.0 
12.0 
37.0 
29.0 
54.0 
11.0 
23.0 
15.5 



7,490,400 
4,967,784 
4,139,990 
2,967,030 
2,914,517 
2,731,820 
4,953,000 

2,574,229 

1,697,400 
1,339,728 



8,516,256 
5,315,528 
4,759,589 
3,234,063 
3,322,549 
3,496,729 
6,191,258 

3,475,209 

2,002,932 
1,500,495 



248 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



DISTANCES IN KNOTS OR NAUTICAL MILES. 



Short Track — Aug. 24 to Jan. 14, East. 

Aug. 15 to Jan. 14, West. 
Long Track — Jan. 15 to Aug. 23, East. 

Jan. 15 to Aug. 14, West. 

Ambrose Channel Lightship* and — 

Alexandria, Egypt 

Antwerp 

Azores (Ponta del Gada) 

Bremen 

Brow Head 

Cape Race 

Cherbourg 

Dover 

Fastnet 

Fire Island Lightship 

Flushing 

Genoa 

Gibraltar 

Hamburg 

Havre 

Liverpool (Landing Stage) 

Lizard Point 

London (Tilbury Docks) 

Nantucket Lightship 

Naples 

Needles 

Newfoundland (Banks of) . 

Plymouth 

Queenstown 

Roche's Point 

Rotterdam 

Scilly Islands (Bishop Rock) 

Southampton (Docks) 

Philadelphia to Delaware Breakwater, 88 miles. 
Delaware Breakwater and — 

Antwerp 

Fastnet 

Flushing 

Gravesend 

Liverpool (Landing Stage) 

Lizard Point 

London (Tilbury Docks) 

Nantucket Lightship 

Newfoundland (Banks of) 

Boston (Dock) to Boston Light, 16 miles. 
Boston Light and — 

Antwerp 

Azores (Ponta del Gada) 

Brow Head 

Gibraltar 

Liverpool (Landing Stage.) 

Queenstown 

Montreal and — 

Antwerp 

Liverpool (Landing Stage) 

London (Tilbury Docks) 

Quebec 

% 

Portland to — 

Halifax 

Liverpool 

New Orleans to — 

Liverpool (Landing Stage) 

London (Tilbury Docks) 



EASTBOUND 



Short 
Track 



4,952 
3,323 
2,227 
3,563 
2,744 

998 
3,073 
3,190 
2,751 
29 
3,278 
4,021 
3,168 
3,511 
3,145 
3,033 
2,929 
3,257 

193 
4,116 
3,073 

935 
2,978 
2,814 
2,810 
3,327 
2,880 
3,095 



3,397 
2,825 
3,352 
3,335 
3,116 
3,002 
3,336 
277 
1,009 



3.161 
2,064 
2,583 
3,048 
2,882 
2,652 



3,150 

2,755 

3,082 

155 



326 
2,862 



4,465 
4,676 



Long 
Track 



4,962 
3,432 
2,231 
3,692 
2,869 

3',i82 
3,299 
2,876 

3',387 
4,031 
3,178 
3,621 
3,246 
3,158 
3,038 
3,366 

4,i26 
3,182 

3*,087 
2,939 
2,935 
3,436 
2,989 
3,204 



3,506 
2,950 
3,461 
3,444 
3,241 
3,111 
3,445 



3,280 
2,078 
2,718 
3,062 
3,017 
2,787 



3,254 
2,968 
3,186 



2,985 



4,465 
4.676 



WESTBOUND 



Short 
Track 



4,945 
3,296 
2,221 
3,536 
2,717 

3,046 
3,163 
2,724 

3*,25i 
4,013 
3,160 
3,485 
3,110 
3,015 
2,902 
3,230 

4,i68 
3,046 

2,95i 
2,787 
2,783 
3,300 
2,853 
3,068 



3,379 
2,807 
3,334 
3,313 
3,098 
2,985 
3,314 



3,126 
2,064 
2,548 
3,048 
2,947 
2,617 



3,150 
2,755 
3,082 



2,819 



4,465 
4,676 



♦New York (Battery) to Ambrose Channel Lightship, 25 miles. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



249 



THE FOLLOWING TABLE OF DISTANCES FROM LIVERPOOL TO 
NEW YORK AND FROM LIVERPOOL TO BOSTON. 

LIVERPOOL TO NEW YORK 



Miles from 

Liverpool (Rock Light) to Bar Lightship 

Bar Lightship to Skerries 

Skerries to Tuskar 

Tuskar to Conningbeg Lightship 

Conningbeg Lightship to Ballycotton. 

Ballycotton to Queenstown (Roche's Point) 

Queenstown (Roche's Point) to Old Head of Kinsale 

Old Head of Kinsale to Fastnet 

Fastnet to Nantucket Lightship 

Nantucket Lightship to Fire Island 

Fire Island to Ambrose Lightship 

Ambrose Lightship to Sandy Hook 

Sandy Hook to New York 



North Track 


South 




Dis. from 


] 




L'pool 




11 


11 


11 


50 


61 


50 


93 


154 


93 


19| 


173f 


191 


51 


224f 


51 


11 


235f 


11 


16 


251f 


16 


43 


2941 


43 


2530 


2824f 


2670 


164 


2988f 


164 


30 


3018| 


30 


8 


3026f 


8 


16 


3042f 


16 



Dis. from 

L'pool 

11 

61 

154 

1731 

2241 

235| 

2511 

2941 

29341 

30981 

31271 

31351 

31511 



NEW YORK TO LIVERPOOL 



Miles from 

New York to Sandy Hook 

Sandy Hook to Ambrose Lightship 

Sandy Hook to Fire Island 

Fire Island to Nantucket Lightship 

Nantucket Lightship to Fastnet 

Fastnet to Old Head of Kinsale 

Old Head of Kinsale to Queenstown (Roche's Point) 

Queenstown (Roche's Point) to Ballycotton 

Ballycotton to Conningbeg Lightship 

Conningbeg Lightship to Tuskar 

Tuskar to Skerries 

Skerries to Bar Lightship 

Bar Lightship to Liverpool (Rock Light) 



North Track 


South Track 


Dis. from 


Dis. from 


N. Y. 


N. Y. 


16 16 


16 16 


8 24 


8 24 


30 54 


30 54 


166 220 


166 220 


2556 2776 


2681 2901 


43 2819 


43 2944 


16 2835 


16 2960 


11 2846 


11 2971 


51 2897 


51 3022 


191 29161 


191 30411 


93 30091 


93 31341 


50 30591 


50 31841 


11 30701 ■ 


11 3195f 



LIVERPOOL TO BOSTON 



Miles from 

Liverpool (Rock Light) to Queenstown (Roche's Point) 

Queenstown (Roche's Point) to Fastnet 

Fastnet to Boston Outer Light 

Boston Outer Light to Boston 



North Track 

Dis. from 

L'pool 

2351 2351 

59 2941 

2567 28611 

81 2870£ 



South Track 

Dis. from 

L'pool 

2351 2351 

59 2941 

2683 29771 

81 2986* 



BOSTON TO LIVERPOOL 



Miles from 

Boston to Boston Outer Light 

Boston Outer Light to Fastnet 

Fastnet to Queenstown (Roche's Point) 

Queenstown (Roche's Point) to Liverpool (Rock Light) 



North Track 

Dis. from 

Boston 

81 81 

2597 26051 

59 26641 

2351 2900* 



South Track 

Dis. from 

Boston 

81 81 

2728 27361 

59 27951 

2351 303 lj 



The Cunard Line announces a new 21-knot 
25,000-ton liner called the "Franconia." 
This will be run in the winter of 1910-1911 as 
a relieving ship on the New York-Liverpool 
service. 



It is a curious fact that there are a few 
people who spend their life travelling back 
and forth on their favorite steamers. There 
are records of such "ocean boarders" who 
have made 243 trips. 



250 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



TABLE OF NAUTICAL MILES. 

Nautical 
Liverpool to — miles. 

Montreal by south of Cape Race 2,980 

St. John, New Brunswick, by latitude 

41° N., longitude 47° W 2,940 

Boston 3,037 

New York 3,201 

Philadelphia 3,341 

Baltimore 3,476 

Newport News 3,350 

New Orleans 4,528 

Galveston 4,706 

London to — 

Montreal 3,180 

St. John, New Brunswick 3,140 

Boston 3,237 

New York 3,412 

Philadelphia 3,541 

Baltimore 3,676 

Newport News 3,550 

New Orleans 4,675 

Galveston 4,860 

Antwerp to — 

Montreal 3,223 

St. John, New Brunswick 3,183 

Boston 3,280 

New York 3,455 

Philadelphia 3,584 

Baltimore 3,719 

Newport News 3,593 

New Orleans 4,718 

Galveston 4,903 

Hamburg to — 

Montreal 3,493 

St. John, New Brunswick 3,453 

Boston 3,550 

New York 3,725 

Philadelphia 3,854 

Baltimore 3,989 

Newport News 3,863 

New Orleans : 4,988 

Galveston 5, 173 

Havre to — 

Montreal 3,022 

St. John, New Brunswick 2,982 

Boston 3,079 

New York 3,254 

Philadelphia 3,383 

Baltimore 3,518 

Newport News 3,392 

New Orleans 4,517 

Galveston r 4,702 

Trieste to — 

Montreal, Cape St. Vincent, and Cape 

Race, direct 4,907 

St. John, New Brunswick, Cape St. 

Vincent, and Cape Sable, direct 4,623 

Boston, Cape St. Vincent, direct 4,720 

New York, Cape St. Vincent, direct. . . 4,902 

Philadelphia %5,050 

Baltimore 5,187 

Newport News 5,061 

New Orleans 6,270 

Galveston 6,440 

As tables vary according to the method of 
computation all the standard tables are given. 



Germany exports at least 500,000,000 post- 
cards. 



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252 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



WEIGHTS AND MEASURES. 



LINEAR MEASURE. 

3 barleycorns, or . . . ] 

13 lines, or . x inch (in .) 

72 points, or f 

1,000 mils (mi.) J 

3 inches 1 palm 

4 inches 1 hand 

9 inches 1 span 

12 inches 1 foot (ft.) 

18 inches 1 cubit 

3 feet 1 yard (yd.) 

2\ feet 1 military pace 

5 feet 1 geometrical pace 

2 yards 1 fathom 

h\ yards 1 rod, pole, or perch 

66 feet, or \ i Gunter's chain 

4 rods J 

J pole ?' or t 1 furlong (fur.) 

220 yards I 

8 furlongs, or 1 

1,760 yards, or \ 1 mile 

5,280 feet J 

3 miles 1 league 

The hand is used to measure horses' height. 
The military pace is the length of the ordinary 
step of a man. One thousand geometrical 
paces were reckoned to a mile. 

LAND MEASURE (LINEAR). 

7.92 inches 1 link 

100 links, or ) 

g> ieet \ or I 1 chain (ch.) 

22 yards, or f 

4 poles J 

10 chains 1 furlong (fur.) 

80 chains, or 1 1 mile 

8 furlongs J 

LAND MEASURE (SQUARE). 

144 sq. inches... . 1 square foot (sq. ft.) 

9 square feet. . 1 square yard (sq. yd.) 

30J sq. yards.. . . 1 sq. pole, rod, or perch 

l6 sq. poles. ... 1 square chain (sq. ch.) 

i of S SQ ' P ° le i' ° r ) 1 sq. rood 
1,210 sq. yards f ^ 

4 roods, or. . . . ] 

10 sq. chs., or... | 

160 sq. poles, or. } 1 acre* 

4,840 sq. yds., or... I 

43,560 sq. ft I 

640 acres, or 1 1 S o milp 

3,097,600 sq. yds / Sq " m le 

30 acres 1 yard of land 

100 acres 1 hide of land 

40 hides 1 barony 

* The side of a square having an area of an 

acre is equal to 69.57 linear yards. 

CUBIC MEASURE. 

1,728 cubic inches 1 cubic foot 

27 cubic feet 1 cubic or solid yard 

DRY MEASURE, U. S. 

Cu. In. 

2 pints 1 quart (qt.) = 67 . 20 

4 quarts 1 gallon (gal.) = 268.80 

iSaX. 01 ;::::} 1 ^ = 537 -*> 

4 pecks 1 struck bushel = 2150. 42 



LIQUID MEASURE,. U. 

4 gills 1 pint (O.) 

2 pints 1 quart (qt.) 

4 quarts 1 gallon (gal.) 

63 gallons 1 hogshead (hhd.) 

2 hogsheads 1 pipe or butt 

2 pipes 1 tun 



Cu. In. 

= 28.875 
= 57.75 
= 231 



APOTHECARIES LIQUID MEASURE. 

Apothecaries' or Wine Measure is used by 
pharmacists of this country. Its denomina- 
tions are gallon, pint, fluid ounce, fluid 
drachm, and minim, as follows: 

Cong. O. F. Oz. F. Dr. Minims 

1 = 8 = 128 = 1,024 = 61,440 

1 = 16 = 128 = 7,680 

1 = 8 = 480 

1 = 60 

1 

The Imperial Standard Measure is used by 
British pharmacists. Its denominations and 
their relative value are: 

Gal. Quarts. Pints. F. Oz. F. Dr. Minims 
1 = 4 = 8 = 160 = 1,280= 76,800 
1 = 2 = 40 = 320= 19,200 
1 = 20 = 160= 9,600 
1 = 8= 480 

1= 60 

The relative value of United States Apothe- 
caries' and British Imperial Measures is as 
follows : 

/—Imperial Measure.— -, 

U. S. m 

Apothe- 
caries' 
Measure. pl, ft, 

1 Gallon = .83311 Gallon, or 6 13 
1 Pint = .83311 Pint, or 16 
1 Fl. Oz. = 1.04139 Fl. Oz., or 1 
1 Fl. Dr. = 1.04139 Fl. Dr. or 
1 Minim =1.04139 Minim, or 



S3 



2 22.85 
5 17.86 

19.86 

1 2.48 
1.04 



OLD WINE AND SPIRIT MEASURE. 

Imperial 

4 gills or quarterns.. . 1 pint Gals. 

2 pints 1 quart 

4 quarts (231 cu. in.) . 1 gallon = .8333 

10 gallons 1 anchor = 8.333 * 

18 gallons 1 bunlet = 15 

31| gallons .1 barrel = 26.25 

42 gallons 1 tierce = 35 

6 2 barrel' ^ } 1 h °g shead = 52 - 5 

84 gallons, or U punch eon= 70 

1 3 hogsheads J 

126 gallons, or ) , ■ or = 105 

2 hogsheads, or. . . } butt 
1£ puncheons J 

2 pipes or jltun =210 

3 puncheons / 

Apothecaries' Weight is the official standard 

of the United States Pharmacopoeia. In 

buying and selling medicines not ordered by 

prescriptions avoirdupois weight is used. 

Lb. Oz. Dr. Scr. Gr. 

1 = 12 = 96 = 288 = 5760 

1=8= 24 = 480 

1 = 3 = 60 

1 = 20 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



253 



WEIGHTS AND MEASURES— Continued 



Avoirdupois Weight.— Used for weighing 
all goods except those for which troy and 
apothecaries' weight are employed. 

Gross 
or Long 

Ton. Cwt. 

1 = 20 = 

1 = 



Or. 

80 
4 
1 



Lb. 
= 2,240 
= 112 

= 28 
1 





Oz. 




Dr. 


= 


35,840 


= 


573,440 


= 


1,792 


= 


28,672 


= 


448 


= 


7,168 


= 


16 


= 


256 




1 


= 


16 



Short 
or Net 
Ton. Cwt. 
1 = 20 = 
1 = 



Qr. 

80 
4 
1 



Lb. 

= 2,000 

= 100 

= 25 

1 



Oz. 

32,000 

1,600 

400 

16 

1 



Dr. 

512,000 

25,600 

6,400 

256 

16 



The "short" ton of 2,000 lbs. is used com- 
monly in the United States. The British or 
"long" ton, used to some extent in the United 
States, contains 2,240 lbs.,, corresponding to a 
cwt. of 112 and a quarter of 28 lbs. 



Troy Weight. — Used 
mints, in the exchange 
Oz. 



Lb. 



12 
1 



700 troy grains = 
175 troy pounds = 
175 troy ounces = 
437* troy grains = 
1 troy pound = 



by jewelers and at the 
of the precious metals. 

Dwt. Gr. 

240 = 5760 

20 = 480 

1 = 24 

1 lb. avoirdupois. 

144 lb. avoirdupois. 

192 oz. avoirdupois. 

1 oz. avoirdupois. 

.8228 + lb. avoirdupois. 



The common standard of weight by which 
the relative values of these systems are com- 
pared is the grain, which for this purpose may 
be regarded as the unit of weight. The pound 
troy and that of apothecaries' weight have 
each five thousand seven hundred and sixty 
grains; the pound avoirdupois has seven 
thousand grains. 

The relative proportions and values of these 
several systems are as follows: 

Troy. Avoirdupois. 

Oz. Dr. 

1 pound equals 13 2.65 

1 ounce equals 1 1.55 

1 dwt. equals 0.877 

Troy. .—Apothecaries'.— n 

Lb. Oz. Dr. Sc. Gr. 

1 pound equals 1 00 

1 ounce equals 10 

1 dwt. equals 1 4 

1 grain equals 1 

Apothecaries'. Avoirdupois. 

Oz. Dr. 

1 pound equals 13 2.65 

1 ounce equals 1 1.55 

1 drachm equals 2.19 

1 scruple equals 0.73 

Apothecaries'. ,-Troy.— n 

Lb. Oz. Dwt. Gr. 

1 pound equals 1 

1 ounce equals 1 

1 drachm equals 2 12 

1 scruple equals 20 



Avoirdupois. 



Lb. 



1 long ton equals 2722 

1 cwt. equals 136 

1 quarter equals 34 



r-Troy.-^ 
Oz. Dwt. 
13 



pound equals. 

ounce equals.. . 

drachm equals. 

Avoirdupois. 



6 
6 

11 

18 
1 



^Troy.-. 
Lb. Oz. Dwt. 

1 short ton equals 2430 6 13 

1 cwt. equals •. . . 121 6 6 

1 quarter equals 30 4 11 



Avoirdupois. 



Lb 



1 pound equals 1 

1 ounce equals 

1 drachm equals. ... 



-—Apothecaries'. 

Oz. Dr. Scr. 

2 4 2 

7 

1 



Gr. 
8 
16 
16 
16 
5i 

Qli 
<J32 

Gr. 

8 

16 

16 

^Gr. 



17* 



DIAMOND MEASURE. 

16 parts =1 grain = 0.8 troy grain. 
4 grains =1 carat=3.2 troy grains. 

TIME. 

The unit of time measurement is the same 
among all nations. Practically it is 1/86400 of 
the mean solar day, but really it is a perfectly 
arbitrary unit, as the length of the mean solar 
day is not constant for any two periods of 
time. There is no constant natural unit of 
time. 

1 minute 
1 hour 



1 day 

1 sidereal day 
1 sidereal month 

1 lunar month 



1 tropical month 
1 nodical month 
Mean solar year 



= 60 seconds. 
= 60 minutes, 3600 sec- 
onds. 
= 24 hours, 1440 minutes, 

86,400 seconds. 
= 86164.1 seconds. 
= 27.321661 mean solar 

days (average). 

= 29.530589 mean solar 

days (average). 

anomalistic month = 27.544600 mean solar 

days (average). 

= 27.321582 mean solar 

days (average). 
= 27.212222 mean solar 

days (average.) 
= 365 d. 5 h. 48 m. 46.045 
s. with annual varia- 
tion of 0.00539. 
The change in the length of the mean side- 
real day, i.e., of the time of the earth's rota- 
tion upon its axis, amounts to 0.01252 s. in 
2400 mean solar years. 

ANGULAR MEASURE 

60 seconds = 1 minute 
60 minutes = 1 degree 
60 degrees = 1 sextant 
90 degrees = 1 right angle or quadrant 
360 degrees = 1 circle 

GEOGRAPHICAL MEASURE 

6087.15 feet = 1 geographical mile 

1.15287 statute miles = 1 geographical 
mile 
60 geographical miles = 1 degree of 

longitude at the Equator 
69 . 168 statute miles = 1 degree of lon- 
gitude at the Equator 
360 degrees = circumference of earth 

at the Equator 



254 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



WEIGHTS AND MEASURES— Continued 



6 
120 
6080.27 
1C03 

1 

3 

1 

In 



NAUTICAL MEASURE 

feet = 1 fathom 
fathoms = 1 cable length 
feet = 1 nautical mile 
fathoms = 1 nautical mile 
15157 statute miles = 1 nautical mib 
nautical miles = 1 league 
knot = a speed of 1 nautical mile 
per hour 
the United States the nautical mile is 
denned to be one sixtieth part of the length 
of a degree of a great circle of a sphere whose 
surface is equal in area to the area of the 
surface of the earth. In France, Germany 
and Austria the nautical mile has a length of 
6,076.23 feet. In England the nautical mile 
is 6,080 feet. 

Miles at sea are understood to be nautical 
miles. Therefore it is no more neoessary to 
say "nautical" miles when speaking of a sea 
distance than to say "statute" miles when 
speaking of a land distance. 

Landsmen are apt to confuse knots with 
nautical miles. A knot is not a measure of 
distance but a measure of speed, and the only 
measure of speed in the English language. 
When speaking of a vessel that travels, say 
20 knots, we mean that the vessel is travel- 
ing at a speed of 20 nautical miles per hour; 
but the distance covered may be one nautical 
mile or a thousand, depending upon the length 
of time during which the 20-knot speed is 
maintained. Only landsmen use the ex- 
pression "knots per hour." The "per hour" 
is superfluous and incorrect. 



Following is a list of the lighthouses from 
Bremerhaven to Dover; figures expressed in 
sea miles. There is no table in existence 
which exactly corresponds with the excellent 
tables which we give from Fastnet Light to 
Flushing. 

Hoheweg-Lighthouse 17 

Rothesand-Lighthouse 26 

Weser-Lightship 35 

Borkum Lightship 130 

Terschelling Lightship 146 

Dover 340 



PERPETUAL CALENDAR. 

To find the day of the week for any given 
date. 

1. Take the last two figures of the year, 
add l /i of them (neglecting remainder). Thus: 
1949 = 49 + 12 = 61. 

2. Add for the month, if for Jan. or Oct., 
1; May, 2; Aug., 3; Feb., Mar., or Nov., 4; 
June, 5; Sept. or Dec, 6; April or July, 0; if 
leap year (that is, if it be divisible by 4 without 
remainder) Jan., 0; Feb., 3. 

3. Add day of month. 

Divide the sum of these three by 7, and 
remainder gives the number of the day of the 
week. 

Thus:— 

What day of the week is 15th July, 1908? 

1. 8 + 2 =10 

2. July = 

3. 15th =15 



25 = 7 X S+4. 
4th day of the week = Wednesday. 

What day of the week was December 25th, 
1905? 

1. 5 + 1 =6 

2. Dec. = 6 

3. 25th =25 



37 = 7X5 + 1'. 
2nd day of the week = Monday. 

The above only applies to 20th Century. 
For 19th Century, add 2, for 21st Century, 
add 6, 18th Century, 4, but before 1752 the 
"old style" was used. 

DISTANCES IN DETAIL OF AMERICAN 
LIGHTS. 

Knots. 

Naw York to Sandy Hook 18 

Sandy Hook to Ambrose Lightship 8 

Ambrose Lightship to Fire Island 30 

Fire Island to Shinner-ook 35 

Shinnecock to Nantuckat Lightship 122 



TABLE FOR CONVERTING NAUTICAL MILES TO STATUTE MILES. 



Nauti- 




hauti- 




Nauti- 




Nauti- 




tical ' 


Statute 


cal 


Statute 


tical 


Statute 


cal 


Statute 


Miles 


Miles 


Miles 


Miles 


Miles 


Miles 


Miles 


Miles 


1 


1.152 


14 


16.122 


27 


31.092 


40 


46.063 


2 


2.303 


15 


17.274 


28 


32.244 


41 


47.214 


3 


3.455 


16 


18.425 


29 


33.396 


42 


48.366 


4 


4.606 


17 


J9.577 

20.728 


30 


34.547 


43 


49.518 


5 


5.758 


18 


31 


35.699 


44 


50.670 


6 


6.909 


19 


21.880 


32 


36.850 


45 


51.821 


7 


8.061 


20 


23.031 


33 


38.002 


46 


52.972 


8 


9.213 


21 


24.183 


34 


39.153 


47 


54.124 


9 


10.364 


22 


25.335 


35 


40.305 


48 


55.275 


10 


11.516 


23 


26.486 


36 


41.457 


49 


56.427 


11 


12.667 


24 


27.638 


37 


42.608 


50 


57.578 


12 


13.819 


25 


28.789 


38 


43.760 






13 


14.970 


26 


29.941 


39 


44.911 







SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



255 



DECIMAL SYSTEM— WEIGHTS AND MEASURES. 



A meter is or.e ten-millionth of the distance 
from the equator to the North Pole. 




SOUTH poie 



The metric system, formed on the meter as 
the unit of length, has four other leading units, 
all connected with and dependent upon this. 
The are, the unit of surface, is the square of 
ten meters. The liter, the unit of capacity, 
is the cube of a tenth part of the meter. The 
stere, the unit of solidity, has the capacity of 
a cubic meter. The gram, the unit of 
weight, is the weight of that quantity of dis- 
tilled water at its maximum density which 
fills the cube of a hundredth part of the meter. 
Each unit has its decimal multiple and sub- 
multiple, that is, weights and measures ten 
times larger or ten times smaller than the 
principal unit. The prefixes denoting the 
multiples are derived from the Greek, and 
are deca, ten; hecto, hundred; kilo, thousand ; 
and myria, ten thousand. Those denoting 
sub-multiples are taken from the Latin, and 
are deci, ten; centi, hundred; milli, thousand. 



Relative Value. 


Length. 


Surface. 


Capacity. 


Solidity. 


Weight. 


10,000 


Myriameter 

Kilometer 

Hectometer 

Decameter 

Meter 

Decimeter 

Centimeter 

Millimeter 










1,000 




Kiloliter 

Hectoliter 

Decaliter 

Liter 

Deciliter 

Centiliter 

Milliliter 




Kilogram 


100 


Hectare 


Hectogram 


10 


Dekastere 

Stere 

Decistere 


Decagram 


Unit 


Are 

Deciare 

Centiare 


Gram 


0.1 


Decigram 


0.01 


Centigram 


0.001 


Milligram 



APPROXIMATE EQUIVALENTS OF THE FRENCH (METRIC) AND 
ENGLISH MEASURES. 

I yard xi meter. 

I I meters 12 yards. 

To convert meters into yards Add rj-th. 

1 mpfpr-1 1 vH • 33 ft j 3 ft. 3| inches ( 5T5 th less). 

1 meter- 1.1 yd., 6.6 it -j 40 inches (i. 6 per cent less). 

1 meter, by the Standards Commission =39.38203 inches. 

1 meter, by the Act of 1878. =39.37079 inches. 

1 foot 3 decimeters (more exactly 3.048). 

1 inch 25 millimeters (more exactly 25.4). 

1 mile 1.6 or If kilometers (more exactly 1.60931) 

1 kilometer £ of a mile. 

1 chain (22 yards) 20 meters (more exactly 20.1165). 

5 furlongs (1,100 yards) 1 kilometer (more exactly 1.0058). 

1 square yard f square meter (more exactly .8361). 

1 square meter \ }?* s( l uare iee }- 

j It square yards. 

1 square inch 6£ square centimeters (more exactly 6.45), 

1 square mile (640 acres) 260 hectares (0.4 per cent Jess). 

1 acre (4840 square yards) 4000 square meters (1.2 per cent more). 

1 cubic yard £ cubic meter (2 per cent more). 

1 cubic meter 1$. cubic yards (If per cent less). 

1 cubic meter 35£ cubic feet (.05 per cent less). 

1 cubic meter of water 1 long ton nearly. 

1 kilogram 2.2 pounds fully. 

1,000 kilograms | ^ , , 

1 metric ton f 1 lon S ton nearly. 

1 long hundredweight 51 kilograms nearly.' 

1 United States hundredweight 45£ kilograms nearly . 



256 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



m 
P 

Til 
< 










5 « 


£1 


S 03 












imeters 
timeters 
er 


to 
(-1 

01 

"o> 

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O 






SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



257 



KILOMETRES AND MILES 



Kil. 


Miles. 


Kil. 


Miles. 


Kil. 


Miles. 


Kil. 


Miles. 


1 = about | 


29 = about 18 


57 = about 36.1 


85 = 


= about 53.3 


2 


H 


30 


18$ 


58 


' 36.7 


86 


54 


3 


If 


31 


19.7 


59 


' 37.3 


87 


54| 


4 


21 


32 


' 20 


60 


' 38 


88 


55.2 


5 


3.1 


33 


' 20f 


61 


' 38.9 


89 


55 


6 


3f 


34 


21.2 


62 


' 39.2 


90 


561 


7 


4.7 


35 


' 21f 


63 


' 39f 


91 


56f 


8 


5 


36 


221 


64 


40.4 


92 


57.4 


9 


5| 


37 


23 1 


65 


' 41 


93 


58 


10 


6.2 


38 


' 23.7 


66 


41.9 


94 


58 1-5 


11 


6f 


39 


24.3 


67 


' 42.2 


95 


59| 


12 


71 


40 


' 24.8 


68 


' 42! 


96 


59 5-6 


13 


8.1 


41 


25 1-3 


69 


' 43 


97 


601 


14 


8.7 


42 


26h 


70 


43.9 


98 


61.1 


15 


9.3 


43 


27 ."1 


71 


44.2 


99 


61.8 


16 


10 


44 


27$ 


72 


' 44! 


100 


62.1 


17 


10.9 


45 


2B.7 


73 


' 45$ 


200 


124.3 


18 


11.-2 


46 


29 


74 


' 46 


300 


186 


19 


• iif 


47 


29| 


75 


46.6 


400 


" 2481 


20 


' 12.4 


48 


' 30.2 


76 


' 47i 


500 


" 310.7 


21 


' 13 


49 


• 30f 


77 


' 47 5-6 


600 


" 372.8 


22 


' 13.6 


50 


' 31| 


78 


' 481 


700 


" 435 


23 


' 14J 


51 


' 32.7 


79 


' 49.1 


800 


" 497.1 


24 


14 5-6 


52 


' 33 


80 


' 49.6 


900 


" 559.1 


25 


' 151 


53 


' 33| 


81 


' 501 


1000 


" 621.8 


26 


' 16.1 


54 


' 34.2 


82 


' 511 






27 


16$ 


55 


' 34f 


83 


' 52.1 






28 


17.7 


56 


' 351 


84 


' 52.7 







TIME. 

Length of seconds pendulum. 
London 
Paris 

New York 
Equator 
N. & S. Poles 

}4 seconds pendulum (London) 2'4462 in. 
1 hour = 3,600 seconds. 
24 hours = 1,440 minutes = 86,400 seconds. 
Sidereal day = 23 h. 56 m. 4s. "090 of mean solar time. 
Mean Solar day . = 24 h. 3 m. 56 s. "556 of Sidereal time. 

Tropical year 

Sidereal year 

Anomalistic year. . . 

Means Synodic month 

Sidereal month ■ 

Tropical month (equinox to equinox) 

Anomalistic month 

Draconitic month 



39-1393 in. 
39- 1293 in. 
39-1012 in. 
39-0466 in. 
392463 in. 



994-1232 mill. 
993-817 mill. 
993-168 mill. 
991:03 mill. 
996-10 mill, 



D. 


H. 


M. 


s. 


365 


5 


48 


4551 


365 


6 


9 


8-97 


365 


6 


13 


48-09 


29 


12 


44 


2-864 


27 


7 


43 


11545 


27 


7 


43 


4'68 


27 


13 


18 


37-44 


27 


5 


5 


35-81 



Underpaid letters, or insufficient 
prepaid matter of other kinds, includ- 
ed in the International Postal Union, 
are chargeable at double the amount 
of the original postage. 

Guide books and other printed mat- 
ter can be sent back at moderate ex- 
pense by means of parcels post. It 
should be remembered that souvenir 
postcards which are made of wood, 
leather, etc., are not majjable except 
at merchandise rates, 



During the fiscal year which ended 
June 30, 1909, there were 494,811 
trans-Atlantic departures, of whom 
179,401 were cabin passengers and 
315,350 were passengers other than 
cabin. In 1870 the number of depart- 
ing passengers was 78,040, of- which 
number 33,500 were cabin passengers. 
These figures are interesting as show- 
ing the enormous growth of trans- 
Atlantic business. 



258 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



GUN SALUTES. 

President 21 

President of Foreign Republic. . 21 

Member of Royal Family 21 

Ex-President 21 

Vice-President 19 

Ambassador of United States (in 
waters of country to which he 

is accredited ) 19 

Secretary of the Navy 17 

Assistant Secretary of the Navy. 15 

Cabinet Officer 17 

Chief Justice 17 

Governor-General of U. S. Islands 17 
Governor of State, Territory, or 

U. S. Islands 17 

President pro tempore of Senate. 17 
Speaker of House of Representa- 
tives 17 

Committee of Congress 17 

Envoy Extraordinary 15 

Minister Resident, or Diplomatic 

Representative . . . . 13 

Charge d'Affaires 11 

Consul-General 9 

Consul 7 

Vice-Consul 5 

Admiral of the Navy 17 

General 17 

Vice-Admiral 15 

Lieutenant-General 15 

Rear-Admiral 13 

Major-General, United States 

Army 13 

Commodore 11 

INFORMATION IN REGARD TO 
RELATIVE GRADES IN THE 
LINE OF THE NAVY CORRE- 
SPONDING WITH THOSE OF 
THE ARMY. 

(1) Extract from Regulations for 
Army and Navy, 1909: 

25. (1) The relative rank between 
officers of the Navy, whether on the 
active retired list, and officers of the 
Army and of the Marine Corps, shall 
be as follows, lineal rank only being 
considered : 

(a) Admiral shall rank with Gen- 

eral. 

(b) Rear- Admiral with Major- 

General. 

(c) Commodore with Brigadier- 

General. 

(d) Captain with Colonel. 

(e) Commander with Lieutenant- 

Colonel. 

(f) Lieutenant - Commander with 

Major. 

(g) Lieutenant with Captain. 

(h) Lieutenant (junior grade) with 
First Lieutenant. 

(i) Ensign with Second Lieuten- 
ant (sec. 1466, R. S.), 



CONTINENTAL PUBLIC 
HOLIDAYS. 

There are no "Bank Holidays" in the 
countries named below, but the dates 
given are usually observed as public hol : 
idays, and business is more or less sus- 
pended, and museums and galleries 
closed. 

Belgium. — New Year's Day, Jan. 1 
Easter Monday, April 12 ; Ascension 
Day, May 20 ; Whit Monday, May 31 : 
National Fete, July 21 ; Assumption 
Aug. 15 ; All Saints' Day, Nov. 1 
Christmas Day, Dec. 25. 

Fraxcb. — New Year's Day, Jan. 1 
Easter Monday, April 12 ; Ascension 
Day, May 20 ; Whit Monday, May 31 
National Fete, July 14 ; Assumption 
Aug. 15 : All Saints' Day, Nov. 1 
Christmas Day, Dec. 25. 

Germany. — New Year's Day, Jan. 1 
also Jan. 6 at Dresden ; Leipsic Whole- 
sale Fair, March 4; March 18 (at Dres- 
den) ; Good Friday, April 9 ; Easter 
Monday, April 12 ; Leipsic Easter Fair, 
April 7 ; Ascension Day, May 20 ; Whit 
Monday, May 31 ; Leipsic Mich. Fair, 
Aug. 25 ; Day of Prayer, Nov. 18 ; 
Christmas Day, Dec. 25 ; Boxing Day, 
Dec. 26. 

Italy. — New Year's Day, Epiphany, 
Ascension Dav, Corpus Domini, June 
10 ; SS. Peter and Paul, June 29 ; As- 
sumption, Aug. 15 ; Birth of Virgin, 
Sept. 8 ; Occupation of Rome, Sept. 20 ; 
All Saints' Day, Nov. 1 ; S. Ambroglio, 
Dec. 7 ; Conception, Dec. 8 ; Christmas 
Day, Dec. 25 ; Boxing Day, Dec. 26. 

Spain. — New Year's Day, Ash Wednes- 
day, Maundy Thursday, Good Fri- 
day, Resurrection and Ascension Days, 
Whit Monday, Corpus Christi ; also Jan. 
6, Feb. 2, March 19, 25, June 24, 29, 
July 25, Aug 15, Sept. 8, 24, Nov. 1, 
Dec. 8, 25, 26. 

Switzerland. — New Year's Day, Jan. 
1 : Good Friday, April 9 ; Easter Mon- 
dav, April 12 ; Ascension Day (Zu- 
rich Canton), May 20; Whit Monday, 
Mav 31 ; National Fete, Sept. 19 : 
Christmas Day, Dec. 25, and Dec. 26 
(Zurich Canton). 

POSTCARDS. 

Postcards can be obtained all over 
Europe. They save fatigue of letter- 
writing and usually satisfy the recipi- 
ent. Some are highly artistic, while 
some are very bad. The ones in mono- 
chrome are recommended. A collec- 
tion of them is always gratifying on 
return to home. A collection of 1,000 
cards could easily be made on a fairly 
short trip. Postcard albums can be 
bought at home and should not be 
bought abroad. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



259 



THE FIRST ATLANTIC CABLE. 

August 5th of 1908 was the fiftieth anni- 
versary of the Atlantic Cable, that being the 
day of the month in 1858 on which— contrary 
to authoritative opinion — the engineer of one 
of the greatest achievements of the nineteenth 
century completed the laying of the submarine 
line between Ireland and Newfoundland, the 
length being over two thousand miles, and 
the depth nearly three miles for the greater 
part of the distance. The projectors were Mr. 
John Watkins Br'ght, Mr. (afterwards Sir 
Charles) Bright and Mr. -Cyrus West Field. 
Mr. Bright was also the engineer-in-chief 
of the undertaking, and he received the honor 
of knighthood in recognition of his services 
to the country in connection therewith, at 
the unprecedented age of 26. 

Electrical theories were, however, mistaken 
at that time, and the electricians applied far 
too much power for the transmission of signals, 
the result being that the insulation suffered 
by degrees, until after three months' useful 
work the cable gradually succumbed. 

After a number of cables had been laid by 
Sir Charles Bright, Mr. H. C. Forde, Sir Wil- 
liam Siemens and others to India, Gibraltar, 
Alexandria, &c, another Atlantic Cable ex- 
pedition started in 1865. This was the first 
line that was laid by the manufacturers of the 
cable, these contractors being the Telegraph 
Construction and Maintenance Company, with 
Mr. (afterward Sir Samuel) Canning for their 
chief engineer, whilst Sir Charles Bright and 
Mr. Latimer Clark acted as consulting en- 
gineers to the proprietors.* Notwithstand- 
ing the extra knowledge and experience gained 
in regard to the subject generally, this ex- 
pedition met with as many mishaps as the 
first expedition of 1857; but in 1866 — as 
in 1858 — the same arrangements ultimately 
achieved success, since which the construction, 
laying, and working of submarine telegraphs 
has passed from the pioneer stage to that of 
ordinary routine. 

The engineering methods were similar to 
those adopted eight years previously; but the 
line proved a lasting success, owing to the 
advances made in electrical science and in the 
practical working of cables. On the electrical 
side, in addition of the late Lord Kelvin, the 
names of Varley and Willoughby Smith must 
always be honorably associated with the 
subject, and the late Sir John Pender did more 
than any man for the commercial develop- 
ment of submarine telegraphy. 



* "Submarine Telegraphs : Their History, 
Construction and Working," by Charles Bright. 
f. r. s. e., m. i. e. e. (London: Crosby Lock- 
wood & Son.) 



PHOTOGRAPHS. 

Photographs are good and cheap 
abroad, especially in Italy. The vis- 
itor should buy as many as funds 
permit. Carbon photographs being 
unalterable, are recommended. Pho- 
tographs can often be bought in gal- 
leries which cannot be purchased else- 
where. 



DEPTHS OF PORTS OF THE 
WORLD. 



Port. 



Amsterdam (canal) 

Holland • • ■ • 

Antwerp, Belgium 

Baltimore, Md 

Boston, Mass 

Boulogne, France 

Bremen, Germany 

Bremerhaven, Germany. . 

Brindisi, Italy 

Cherbourg, France 

Copenhagen, Denmark. . . 

Dieppe, France 

Galveston, Tex 

Genoa, Italy 

Glasgow, Scotland 

Greenock, Scotland 

Halifax, Nova Scotia 

Hamburg, Germany 

Havre, France 

Kaiser William Canal 

Germany 

Key West, Fla 

Konigsberg Canal, Ger... . 

Leghorn, Italy 

Libau, Russia 

Liverpool, England 

London, England 

Manchester Ship Canal. . . 

Marseille, France 

Montreal, Canada 

Naples, Italy 

New Orleans, La 

New York, N. Y 

Norfolk, Va 

Ostend, Belgium 

Philadelphia, Pa 

Portland, Me 

Rotterdam, Holland 

St. Johns, Newfoundland 

San Francisco, Cal 

Seattle, Wash 

Southampton, England. . . 

Stettin, Germany 

Stockholm, Sweden 

Suez Canal, Egypt 

Toulon, France 

Trieste, Austria 



Channel 

(mean 

high 

water). 



Feet. 

30 
37 
31 
36 
29 
18 
34 
32 
42 
26 
34 
30 
60 
30 
36 
83 
32 
42 

29 
30 
21 
22 
22 
55 
42 
28 
55 
30 
33 
30 
42 
30 
31 
29 
38 
29 
48 
39 



(*) 



41 
23 

25 

28 

t26 

30 



Quay 

(mean 

high 

water). 



Feet. 



30 
37 
31 
36 
34 
18 
34 
32 
50 
26 
34 
28 
33 
38 
39 
45 
35 
30 



30 



26 
26 
33 
43 
28 
39 
35 
30 
40 
50 
30 
38 
32 
38 
29 
54 
39 
30 to 50 
43 
23 
22 



t23 
28 



*Deep water. 

MAIL USED PRINTED MATTER 

HOME. 

As soon as you have finished with 
printed matter, send it home by mail 
to avoid weight. Guide books weigh 
heavy and can be mailed at reasonable 
cost. If a number have accumulated, 
use the "parcels post." If the guide 
books in the English language have 
been purchased in the United States, 
put in a slip, "Bought in the United 

States of America of ." 

This may save the exaction of duty. 






sciia rn ir wiruK \\ n VNDBOOK OF i'K \\ 1:1. 



POSTAL R \ rES i\ 

| M.i m ' I'l \ I ll X 1 ft.) 

Im v\i> v\i> Channi i lai indb |d Per 2 
i kunoos But not less than Id 

I ,M ONI VI v \M> h,.\ I'l' \M> CHI*!! k POB I'-' 1 , 

id pel o 
i \i 1 1 i. s i v 1 1 . .-. id per ounce 

i,. i i ,. r.,i. each subae 
quen 
Ropb Coupons («oi answer to lettei 
abroad) ; '' 

pos re otoa 

n . to i k "■ In ) 

I m v \ i > M 

Colon iai »M' Fori ion M 

book !• \> kb ra 
Printed or written matter not In the 

nature of n le1 ter 
I Maximum site, 2 ft k 1 ft x 1 ft.) 
Inland and Colonial; m PerSOunoea 

\ r ,K.> \i« i'i inted Papers, , t ' same, but 
w mIi othei limits oi si le and weight "Sam 
same, but not less than M 'Com 
mercinl Papers" (including Mss. &o.), same. 
but not leaa than "M 

\ I WW VITUS 

Inland only: m For Eaoh Paper regis 
tered aa a newspaper, ot am weight up to 
S Iba 

r vm ll a 

d 



1\ I VM' 

Nol 



lb 



i (Maximum u e ; 

; ii (. mi in length, or 

i. on in length and girth 

combined Maximum 

s s weight, 1 1 lb 

Q Q 

io 10 Parcel must be ban 

1 1 ii ded into office. 
i ,,,;! u .\ Various conditions Usually 
. lbs 
oni u Australia is . Cape and Natal 
Oil Canada 8d , for 1 ll> . India. Nov 
laiut. West \iia .«. Weal Indies, Egypt, Is 
., . lbs . 3a for 1 1 lbs 

REG1STR uia\ 

I'm; 1 r rut;. P v> k v..i' OB P vm i i . in 

addition to postage (Inland and Abroad) 

KoHKlUN PaRCKLS nav be insured, not 

ored 

-I VMI's 

-, t l id . 3d . Id . 5d . fid , 

od . lOd 10a,, £1 

Stamp] o Enyi i on s at), single 

hi (8 si los), single 
iM 
Post Cards Single cards, Id 11, M \ 
i, H i. I each; Foreign, Id.j 

i i 1 1 1 1; > d„ 8 For 'At . 

oo foi 

YVrawkrs. i For |d | 7 Fox Id . 5s, sm. 



GREA r BRITAIN 

POST \i ORD1 as 

6, i 8, &o . i>\ 8d i" 2 8 m 

bo i.'- Id 

bo 21 i m 

Stamps i" the amount of 5d, mnj i>r nffixod 
ti> Orders, 

\u>\ i \ ORDBRS 

Not exceeding £1, 2d \ I I, 3d . E 10, Id . 
up bo E u>. lOd. 

FORBION .v COLONIAI \w>\ i \ ORDBRS. 

Up to CI, 3d . greater sums 3d. per £3 In 
addit ion 

ill i i.i; \iai MONO ORDBRS 

i\i vm> Charge as Monej order i 2d, i 
oost of telegram, 

Porbiqn, Ditto, but fee 6d. 

ill BOB vms 

[nland m i Word 

(inoluding address) but not less than Bd. 
Figures and cypher letters, five oount as 

one word 

Delivered Free within three miles of office. 
i 'ori iqh Noi less than lOd, v word, 

Belgium, Franoo, Germany, Holland. 2d 

Anstro-Hungary, Denmark, Italy, 
Norwaj rortugal, Spain, GibraJ 
tar, Sw ■ I erland ; >l 

Roumania, Servia, Sweden 3\d. 

Russia (in Europe), Malta I M 

United States (Eastern), Canada 
(Eastern), Egypt, Siberia is Qd 

India Is lOd & 2s 

Australia ami Wvv Zealand 2s '.U & is.Od 

Jamaica 3s dd 

S Africa Cape, R C, Natal. 

Iransvaal 2s fid 

Rhodesia 2s 8d « 2s lid. 
China and Hong Kong is 2d a Is 5d 

Other places special charges 

EXPRESS i'i i i\ nn sruv tCBS 

l i iters v\i> Parcels must be marked in 
the left band corner "Express,'' and handed 
in :u a Post Office, but not put in letterbox 
Hours 8a.m to 8 p.m., but earlier and later 
in some offices 

1 i bs For every mile or part of a mile, 
3d (inoluding railway, omnibus, nam. &o„ 
but cab or special conveyance extra) Se> 
eral packets ma\ be sen1 to different addresses, 
l>m M extra is charged for each article above 
one 3d. extra on packets o> er i lb 

Reply Charge same rates rhe Mes 
senger can wan io minutes free of charge; 
nfter that. 2d is charged everj quarter of an 
hour he is detained, 

ExpRBsa Delivers u itk Transmission 
in Post Letters, post paid and with ex- 
fees (as above), marked 'Express 
Delivery," with a broad perpendicular line 
front ami hack, sent by ordinary pos 
immediately on arrival at the Post Office, be 
delivered by special messeng 

KuMiu Lbttbrs Vt most Railway 

stations, letters not above I oi may be con 

veyed b\ next train to any station on same 

Una, to be eaUed for, or bo be posted there 

2d., in addition to ordinary post 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



'i,i 



POSTAL RATES in GREAT BRITAIN Continued 



I.ATK M':i', i . !■:'! i i ; i ( ; . 

Letters received at Pout Offloe iill within 
5 minutes of dispatoh ol ma ii ii stamped wli h 
extra \d 

\i mosi ol the London Railway Termini 
letters eun be posted up to a few minutes be 
fori i he dona ri ure <>i the last mail train u u 
allj 9 to id p.m. 

Aprm. N i im A ii. i i MB HI POST 



Aden 

Algiers 

Berlin 

HIlM'lllllllll.-ill. 

Bombay 

I '. I ! I M I I I 

I'l UHSols 

Cairo 

( '.lie-Ill to 

< .1 1 <«• Tow ii 

( loll Unix. 

< '. . i i I | i I i I I i i i i | . I i • 

I leneva 

< libraltar .... 

Hamburg 

Ilo up Kong 
Jamaica 
Johannesbui ■■ 
Madrn 
Madrid 

Mm 1 1:, 

w.m loilles 

Melbourne 
Momba iu 
Moscow 

New "S « > * f . 

Nice 

I »l l:iw:i 

Paris 

Pretoria . 

Rangoon 

Rome 

St. Petersburg 
San Francisco 
Sierra Leone 
Singapore 

Sue/, 

Svdnej 

Vancouver 

\ i < - 1 1 1 1 .- 1. 

W .i hington 

Wellington 



Da; 

id 
2 

i '.) 
I I 



6 
17 

17 

H. 
:« 



29 
13 
19 

1/ 
I 
3 

2ii 

31 
!0 

'J 
8 
I 
9 

19 

iii 

i 

2 

12 
12 
22 

, r > 

32 

13 

I 

9 



Hi 



S3 

ii 
L3 
71 



23 

If. 

•ii' 



i - 



is 



I!) 



I ' 



Second olass cars are entirely satisfactory 
all pvei Europe, with the exception ol i fcaly 
and Spain, where first class should always be 
used The third class is exeellent in < lermanyt 
1 '"■ second class accommodation Is also good 
on (In- hike boats of iii«- ( lontlnent, and the 
difference in class is often only a difference 
111 the part <>r the boat on the same deck. 
On the Rhine boats firs 1 els b accommodations 
should be taken, also <m the pleasure boa ts 
i" Holland, which are api to be quite crowded 
' I von ii., v c seoond olas i I iekets and wi i. to 
nave first class accommodations <>n steamers 
v"u '-.'in obtain the same l>.v paying a mall 
supplementary sum. 



REPLY* COUPONS. 

Reply coupons of the value of live 
eentH, and costing six cents may be 
purchased at ;iil post offices In the 
i fnlted States, and i bey are very con 
venieni where 11 Is desired to write 
to any one in Europe and ii Is w I ihed 
to send stamps to cover ih<- cosl of 
postage. A coupon Is redeemed for 
Ave cents at any posl office In mosi of 
tne counl pies of ilx- world. To be ac 
ceptable for redemption, each reply 
coupon should be whole and should 

bear the stamp of iii<- Iss •• posl 

office. 

PACIFIC SAILINGS 

For ;i lull lisi of the sailings and 
rates to Pacific ;■ ml i rans Pacific ports, 
also coastwise. Southern and Wesl 
[ndian ports; the reader Is referred to 
the sailing schedules issued by the 
large tourist agencies, International 
Sleeping ( tor ( '<»., or Tho i, ( look & 
s<»n, ;iii in New Sorb < 'il.v, I he ;i<l 
dresses being given elsewhere. H Is 
Impossible In q book of Hum nature i<> 
give information as i<» the rates, which 
are :ipi to be rol her complicated in I be 
Way of special time limitations, such 
as special rates for Pour months' round 
trip, twelve-months' round trip, etc, 



The Hon magnet lc ship "( larnegle" 
Ims jnsi completed an c\^\\t monl hs' 
cruise of iin- Atlantic Ocean, making 
observations of terrestrial magnetism. 
This vessel Ims no iron or steel In its 
construction. It Is thoughl thai the 
researche's made by the expeditions of 
i his vessel will be of greai service to 
navigai Ion. 

TUNNELS OF THE WORLD 

Mill- , I IM III 

N<iw STorh Subway (1904)i L'.'i City 
l ,ondon Mel ropolitan, I :', Citj 

Simplon, Swii /,ci [and I ! Mount ain 

St < lothard . «.» Mountain 

I'.u i: 1 1 aderground I incorn 

plete) s.i Ci 

Mount Cenis, Switzerland ... 7 A Mountain 
B a i ) Tunnel, Ball imore 7* < lit >,■ 

Arlberg. An ti ia . r, Mountain 

' 'Tube " I London 8 • !ity 

ii"-. lac Tunnel, Mass, ... i j Mountain 

Bei tin, I Underground [\ i lit y, 

Lh erpool I'.u kenhead i ] < lii j and 

Mi i 
I ; i m ■ i 
Bo i on, Ma , I lub^ aj ". Citj 

' I h bei ni "a a i , i u i mi. i , and pui are in 
progre 



262 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



SOME INTERESTING THINGS ABOUT ENGLAND AND THE ENGLISH. 



The following are stray notes of interest 
relative to the Government, etc. of Great 
Britain. _ • 

The Peerage is a complicated affair, and 
those interested can satisfy their curiosity by 
buying "Whitaker's Almanack," an admirable 
compilation to which the Editor of this vol- 
ume is much indebted for many things con- 
cerning England, also for some shipping tables. 
This is hardly a book to take to sea, but it is 
an indispensable addition to the library. 
There are two editions, the larger bound in 
cloth with leather back selling in England at 
2/ 6 is more complete than the cheaper paper 
affair. 

THE PEERAGE. 

In a broad sense this heading is commonly 
taken as identical with the one that follows; 
but there are close upon 130 holders of titles 
of long-standing nobility who are not mem- 
bers of the Upper House of Parliament, their 
peerages being those of Scotland or Ireland 
only. But, as further explained below, there 
are about an equal number of Peers of those 
kingdoms who possess additional titles which 
constitute them members of the Lords, these 
titles being in a majority of instances, though 
very far from all, inferior to those by which 
they are generally known. 

THE HOUSE OF LORDS, 

the Magnum Concilium of the early chron- 
iclers, consists of the Spiritual Lords of Eng- 
land (the 2 Archbishops and 24 of the Bishops), 
the Temporal Peers of England, Great Bri- 
tain, and the United Kingdom, and of Repre- 
sentative Peers of Scotland and Ireland, to- 
gether with such Scottish and Irish Peers as 
have also Imperial titles. No Peer can take 
his seat if he be under age, of unsound mind, 
or bankrupt. The full "Assembly would con- 
sist of 3 Princes of the Blood Royal, 2 Arch- 
bishops, 22 Dukes, 23 Marquesses, 124 Earls, 
40 Viscounts, 24 Bishops, 334 Barons, and 16 
Scottish and 28 Irish Representative Peers: 
total 616. There are also 12 Ladies who are 
Peeresses in their own right. Female succes- 
sion may occur in the Imperial Peerage in any 
Barony of England which was conferred by 
writ of summons; but it is subject to the rule 
of abeyance whenever there are more than one 
daughter, sister, &c, eligible to succeed. 
There are also a few cases in which "special 
remainders" have been granted to female re- 
latives in the absence of males. We use the 
term "Imperial" as including the three series 
of Peers of "England" (up to June 20, 1707), 
"Great Britain" (thence till close of 1800), 
and "United Kingdom" (1801 onward). 

SCOTTISH AND IRISH PEERS. 

There are in all 87 Scottish Peers^and 175 
Irish, but of the total 262 there are 133 pos- 
sessing Imperial titles and 129 without them. 
Of the 87 Scottish, 51 have Imperial titles, and 
16 are elected or re-elected every Parliament 
to sit in the Lords; and similarly of the 175 
Irish 82 hold Imperial titles, and 28 are elected 
for life. Of the Imperial titles of the two 
kingdoms there are 76 which are inferior to 
the native ones, 30 are superior, 12 are iden- 
tical in rank but differing in designation, and 



15 are absolutely the same. Of the 3 Scottish 
Peeresses that of Melfort is subject to a degree 
of doubt, so that the lady does not assume 
it. There are other lines in the Scottish 
Peerage which are open to female succession, 
and this is not subject to abeyance as in 
England. In the Irish Peerage, on the other 
hand, the only titles open to female succession 
are the Massereene Viscounty and the La 
Poer Barony, the latter now held by the 
Marquess of Waterford. It will be observed 
that Ireland possesses a great advantage over 
Scotland in the Lords as it does in the Com- 
mons, its native Peers who hold Imperial 
titles numbering, as just stated, 82 as against 
51 of Scotland, and its elected Representa- 
tive Peers 28 as against 16. An Irish Peer 
who holds no Imperial title has also the special 
privilege of being able to seek election to the 
Commons for any constituency not in Ireland 
itself. 

The King is addressed "Your Majesty." 
The Queen is addressed as "Your Majesty." 
The Princes of the Blood Royal are addressed 
as "Sir". The style of addressing an Arch- 
bishop is "My Lord Archbishop" or "Your 
Grace." Dukes are called "His Grace the 

Duke of " and addressed as "My Lord 

Duke" or "Your Grace". The eldest sons 
of Dukes and Marquesses take by courtesy 
their father's second title. The other sons 
and daughters are styled "Lord (Albert)", 
"Lady (Caroline)", etc. Marquesses are 

called "The Most Hon. the Marquis of -' 

and addressed as "My Lord Marquess". 
Earls. They are called "The Right Hon. the 

Earl of " and are addressed as "My Lord". 

Their eldest sons take by courtesy the father's 
second title. The younger sons are styled the 
Honorable. The daughters are called "Lady". 
Viscounts are called "The Right Hon. the 

Viscount ". They are addressed as 

"My Lord." The eldest sons of Viscounts and 
Barons are styled "Hon." as are their sisters, 
thus: Hon. George; Hon. Mary. Bishops 
are called "The Right Rev. the Lord Bishop 

of ," and addressed as "My Lord." 

Barons are addressed as "My Lord." 

The Table of Precedence is as follows: 

The Sovereign. 

The Prince of Wales. 

Grandsons of the Sovereign. 

Sovereign's Brothers. 

Sovereign's L T ncles. 

Sovereign's Nephews. 

Ambassadors. 

Archbishop of Canterbury. 

Lord High Chancellor. 

Archbishop of York. 

Prime Minister. 

Lord Chancellor of Ireland. 

Lord President of the Council. 

Lord Privy Seal. 

Five following State Officers if Dukes: 

(1) Lord Great Chamberlain (on duty) 

(2) Earl Marshal. 

(3) Lord Stewart. 

(4) Lord Chamberlain. 

(5) The Master of the Horse. 

Dukes, according to their Patents of 
Creation : 

1. Of England; 2. Of Scotland; 3. Of 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



263 



SOME INTERESTING THINGS ABOUT ENGLAND AND THE ENGLISH— Continued. 



Great Britain; 4. Of Ireland; 5. Those crea- 
ted since the Union. 

Eldest sons of Dukes of Blood Royal. 

Five above State Officers if Marquesses. 

Marquesses, in same order as Dukes. 

Dukes', eldest Sons. 

Five above State Officers if Earls. 

Earls, in same order as Dukes. 

Younger sons of Dukes of Blood Royal. 

Marquesses' eldest Sons. 

Dukes' younger Sons. 

Five above State Officers if Viscounts. 

Viscounts, in same order as Dukes. 

Earl's eldest Sons. 

Marquesses' younger Sons. 

Bishops of London, Durham and Winches- 
ter. 

All other English Bishops, according to 
their seniority of Consecration. 

Five above State Officers if Barons. 

Secretaries of State, if of the degree of a 
Baron. 

Barons in same order as Dukes. 

Speaker of the House of Commons. 

Treasurer of H.M.'s Household. 

Comptroller of H.M's Household. 

Vice-Chamberlain of Household. 

Secretaries of State under the degree 
of Baron. 

Viscount's eldest Sons. 

Earl's younger Sons. 

Barons' eldest Sons. 

Knights of the Garter if Commoners. 

Privy Councillors if of no higher rank. 

Chancellor of the Exchequer. 

Chancellor of the Duchy of Lancaster. 

Lord Chief Justice of England. 

Master of the Rolls. 

The Lords Justices of Appeal and President 
of the Probate Court. 

Judges of the High Court. 

Viscounts' younger Sons. 

Barons' younger Sons. 

Sons of Life Peers. 

Baronets of either Kingdom, according 
to date of Patents. 

Knights Grand Cross of the Bath. 

Knights Grand Commanders of the Star 
of India. 

Knights Grand Cross of St. Michael and St. 
George. 

Knights Grand Commanders of the Indian 
Empire. 

Knights Grand Cross of the Royal Victorian 
Order. 

Knights Commanders of the above Orders. 

Knights Bachelors. 

Commanders of the Royal Victorian Order. 

Judges of County Courts and Judges of the 
City of London Court. 

Serjeants at Law. 

Masters in Lunacy. 

Companions of the Bath, Star of India. 

St. Michael and St. George, Indian Empire. 

Members 4th Class of the Royal Victorian 
Order. 

Companions of the Distinguished Service 
Order. 

Companions of the Imperial Service Order. 

Eldest Sons of younger Sons of Peers. 

Baronets' eldest Sons. 

Eldest Sons of Knights in order of their 
Fathers. 



Members 5th Class of the Royal Victorian 
Order. 

Younger Sons of the younger Sons of Peers. 

Younger Sons of Knights in the same order 
as their Fathers. 

Naval, Military, and other Esquires bv 
Office. 

Women take the same rank as their hus- 
bands or as their eldest brothers; but the 
daughter of a Peer marrying a Commoner 
retains her title as Lady or Honorable. 
Daughters of Peers rank next immediately 
after the wives of their elder brothers, and 
before their younger brothers' wives. 
Daughters of Peers marrying Peers of lower 
degree take the same order of precedency as 
that of their husbands; thus the daughter of 
a Duke marrying a Baron degrades to the rank 
of Baroness only, while her sisters married 
to commoners retain their rank and take 
precedence of the Baroness. Merely official 
rank on the husband's part does not give any 
similar precedence to the wife. 

THE ORDERS OF KNIGHTHOOD 

Knights of the Most Noble Order of the 
Garter (K.G.) 

Knights of the Most Ancient and Most 
Noble Order of the Thistle (K.T.) 

Knights of the Most Illustrious Order of 
St. Patrick (K.P.) 

Knights of the Bath. 

Knights Bachelors. 

Commanders of the Royal Victorian Order 
(C.V.O.) 

Distinguished Service Order (D.S.O.) 

Imperial Service Order (I.S.O.) 

Victoria Cross (V.C.) 

Order of Merit (O.M.) 

The following information is of interest. 
The Lord Commissioners of the Admiralty 
consist of the First Lord; The First Sea Lord, 
Second Sea Lord, Third Sea Lord; Fourth 
Sea Lord; Civil Sea Lord and Secretaries, etc. 

The College of Arms or Heralds' College is 
a curious institution. It consists of the Earl 
Marshal; three Kings of Arms; Garter, 
Clarenceux and Norroy. There are six 
Heralds: Chester, Lancaster, Somerset, Rich- 
mond, Windsor and York. There are four 
Poursuivants, Rouge Dragon, Portcullis, 
Rouge Croix and Bluemantle. 

The "Great Law Officers of the Crown" 
receive large salaries: The Lord Chancellor 
draws £10,000, the Attorney General £7,000 
and about £6,000 in fees ($63,180); Solicitor- 
General £6,000 and fees about £3,700 ($47,- 
030). The Lords of Appeal in Ordinary re- 
ceive £6,000 each, as does the Master of the 
Rolls of the Supreme Court of Judicature. 
The Justices of the Chancery Division of the 
High Court of Justice receive £5,000 each. 
On the King's Bench Division the Lord Chief 
Justice of England receives the sum of £18,- 
000. Other officials are paid in proportion. 
We hear much of the low cost of labor in 
Great Britain, but the judiciary is certainly 
well paid. 

The Admiral of the Fleet receives £2,190, 
Admiral £1,825, Rear Admiral £1,095. Vice- 
Admiral £1,460; Captain of the Fleet £1,095. 
Other Captains £602, £502, £411; Lieuten- 



264 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



SOME INTERESTING THINGS ABOUT ENGLAND AND THE ENGLISH— Continued. 



ant £182 to £292; Midshipmen £32, Naval 
Cadet £10; Seamen £23 to £36. 

In the army the pay is small: thus a Colonel 
or Lieutenant-Colonel of Foot Guards re- 
ceives only 18 shillings daily, while a private 
only draws 1/1, or about 27 cents; subsistence 
is of course additional. 

The Archbishop of Canterbury is the" Arch- 
bishop and Primate of all England" and re- 
ceives £15,000, while the Archbishop of York 
is the "Archbishop and Primate of England" 
and draws only £10,000. The Bishops re- 
ceive all the way from £10,000 for the Bishop 
of London to £1,500 (Sodor and Man). The 
Bishops of the Episcopal Church in Scotland 
fare much worse, the stipend of the incumbent 
of the See of Brechin receiving £983, which 
grades down to the Bishop of Argyll with only 
£578. The Archbishop of the Church of 
Ireland (Disestablished) receives an income 
of £2,500, while no Bishop receives less than 
£1,200. 

The number of Students at Oxford and 
Cambridge is not large according to the stand- 
ards of our Universities. Thus Oxford has 
about 3,826 undergraduates, while Cambridge 
has about 3,699. The University of London 
had at the same time 3,987 "internal" stu- 
dents. 

ANNUITIES TO THE ROYAL FAMILY. 

The Land Revenues of the Crown have been 
collected on the public account since 1760, 
when King George III. surrendered them in 
return for a fixed annuity. These revenues 
produce about £550,000 annually, and the 
following list shows the annuities payable: — 
Their Majesties' Privy Purse £110,000 £ 

Salaries of Household 125,800 

Expenses of Household .. . 193,000 
Royal Bounty and Works 33,200 

Unappropriated 8,000 470,000 

Prince of Wales 20,000 

Princess of Wales 10,000 

Princess Christian of Schleswig-Hol- 

stein 6,000 

Princess Louise (Duchess of Argyll). . . 6,000 

Duke of Connaught 25,000 

Duchess \>i Edinburgh 6,000 

Duchess of Albany 6,000 

Princess Beatrice (Henry of Batten- 
berg) 6,000 

Duchess of Mecklenburg-Strelitz 3,000 

Trustees for His Majesty's Daughters.. 18,000 



DEATH ABROAD. 

In case of a death abroad, the near- 
est United States Consul should be 
notified without delay in order that 
the necessary formalities can be con- 
cluded. Many cases are on record 
where deaths have occurred to Ameri- 
cans where their families have been 
mulcted of heavy sums by hotel pro- 
prietors in France, and particularly in 
the city of Nice. 



A new direct line between Canadian Atlan- 
tic ports and Australia and New Zealand has 
foeen announced. 



SHORT DAY TRIPS FROM LONDON. 

Brighton. London, Brighton & South 
Coast Railway. The "Atlantic City" of 
England. (50 3^2 miles.) Train journey aver- 
ages 75 minutes. Cheap day and half-day 
excursions permitting several hours at the 
seaside nearly every day during the summer. 
Fares (round trip) from 2s. 6d. to 3s. 6d.; 
third class ordinary 8s. 5d.; by Pullman ex- 
press (60 miles) 12s. Points of interest 5 mile 
promenade along sea-front; Pavilion, George 
IV. 's residence; Parish Church frequented by 
Dr. Johnson; Arundel Castle, Duke of Nor- 
folk's residence at Arundel; Devil's Dyke 
for views over South Downs. 

Burnham Beeches. Great Western Rail- 
way (21 miles) or Great Central from Maryle- 
bone. Fares 3s.; third class (round trip) 
cheap tickets by certain trains 2s. 6d. 375 
acres of the finest sylvan scenery in England. 
Should be visited in autumn to see it in its 
fullest glory. Stokes Pogis about two miles 
distant, the scene of Gray's famous elegy; 
Poet's tomb close to south wall of church. 

Chalfont St. Giles. Rail, Metropolitan 
from Baker St. (21 % miles) or by Great Cen- 
tral and Great Western Railways. Fare 
third class 2s. 2d. (round trip). Village con- 
taining Milton's Cottage where Paradise Lost 
was finished and Paradise Regained com- 
menced about three miles from station. Ad- 
mission 6d. Parties 3d. per person. < About 
two miles farther on towards Beaconsfield 
is Jordan's, the solitary old Meeting House in 
the grounds of which are buried William Penn, 
together with his wife and children. 

Dorking. London, Brighton & South 
Coast Railway. A typical old English town 
in beautiful rural surroundings. Famous 
because of Dickens' associations, and the 
"Markis o' Granby" of Weller notoriety. 

.Great Yarmouth, Liverpool St. Frequent 
excursions during summer at special cheap 
fares. Popular pleasure resort on East 
Coast. Ipswich within easy distance. 

Hatfield. Great Northern Railway (17 3 i 
miles). Fare (round trip) 2s.. lid. Hatfield 
House, the historic home of the Cecils, con- 
taining valuable artistic and historical treas- 
ures. Extensive Park. May be viewed 
when family is not in residence between 
Easter Monday and Aug. 1st. Tuesdays, 
Wednesdays and Thursdays from 2 to 5 p. m. 
by parties of less than 12 upon application to 
the housekeeper. Free, but gratuity to guide 
is advocated. Park open to those who can 
prove having slept the night before in Hat- 
field. No picnics permitted. 

Maidenhead. Great Western Railway 
(24 Vi miles). Fares 3s. (round trip). Beau- 
tiful views of upper river scenery, especially 
the reach below wooded Cliveden, the resi- 
dence of Mr. W. W. Astor. Boulter's Lock, a 
scene of gaiety and dress on Sunday after- 
noons during summer. Ascot Sunday a 
gathering of fashion. 

Waltham Abbey. Great Eastern Railway 
or Midland {\2% miles); fare third class Is. 
9d. (round trip). Ancient Abbey founded 
by Saxons where King Harold prayed night 
before setting out to offer battle to William 
the Conqueror at Hastings. 






SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



265 



A TABLE OF THE KINGS AND QUEENS OF ENGLAND 



Name. 



DYNASTY. 



Access. Died. 



Egbert 

Ethelwulf 

/ Ethelbald 

' \ Ethelbert. 

Ethelred 

Alfred 

Edward the Elder. . . . 

Athelstan 

Edmund 

Edred - 

Edwy 

Edgar 

Edward the Martyr . . . 

Ethelred II 

Edmund Ironside 

Canute 

Harold I 

Hardicanute 

Edward the Confessor 

Harold II <, 

William I 

William II 

Henry I 

Stephen 

I 

f 
Henry II { 

{ 

Richard I 

John 

Henry III 

Edward I. . 

Edward II 

Edward III 

Richard II I 

Henry IV. 

Henry V 

Henry VI 



Edward IV ' 

I 

Edward V 

Richard III 

r 

Henry VII .*. j 

Henry VIII 

Edward VI. . 

Mary I j 

Elizabeth < 



Saxons and Danes. 

First King of all England 

Son of Egbert 

Son of Ethelwulf 

Second son of Ethelwulf 

Third son of Ethelwulf 

Fourth son of Ethelwulf 

Son of Alfred 

Eldest son of Edward 

Brother of Athelstan 

Brother of Edmund 

Son of Edmund 

Second son of Edmund 

Son of Edgar 

Half-brother of Edward 

Eldest son of Ethelred 

By conquest and election 

Son of Canute 

Another son of Canute 

Son of Ethelred II 

Brother-in-law of Edward the \ 

Confessor J 

The House of Normandy. 
Obtained the Crown by conquest.. 

Third son of William I 

Youngest son of William I 

Third son of Stephen, Count of ] 

Blois, by Adela, fourth daugh- ] 
" ter of William I J 

The House of Plantagenet 

Son of Geoffrey Plantagenet, by 1 
Matilda, only daughter of 
Henry I J 

Eldest surviving son of Henry II . 

Sixth and youngest son of Henry II. 

Eldest son of John 

Eldest son of Henry III 

Eldest surviving son of Edward I . . 

Eldest son of Edward II 

Son of the Black Prince, eldest \ 
son of Edward III j 

The House of Lancaster. 

Son of John of Gaunt, fourth son 
of Edward III '. 

Eldest son of Henry IV 

Only son of Henry V. (died 1471).. 
The House of York. 

His grandfather was Richard, son 
of Edmund, fifth son of Edward 
III.; and his grandmother, 
Anne, was great-grand-daugh- 
ter of Lionel, third son of Edw. 
Ill 

Eldest son of Edward IV 

Younger brother of Edward IV . . 

The House of Tudor. 

Son of Edmund, eldest son of 
Owen Tudor, by Katherine, 
widow of Henry V. ; his mother, 
Margaret Beaufort, was great- 
granddaughter of John ofGaunt 

Only surviving son of Henry VII.. 

Son of Henry VIH.byJane Seymour 

Daughter of Henry VIII. by 
Katherine of Arragon 

Daughter of Henry VIII. by 
Anne Boleyn 



827 

839 

858 \ 

858/ 

866 

871 

901 

925 

940 

946 

955 

958 

975 

979 

1016 

1017 

1035 

1040 

1042 

1066 



1066 
1087 
1100 

1135 



1154 

1189 
1199 
1216 
1272 
1307 
1327 

1377 



1399 

1413 
1422 



1461 



1483 
1483 



1485 

1509 
1547 

1553 
1558 



839 

858 

860 

866 

871 

901 

925 

940 

946 

955 

958 

975 

979 

1016 

1016 

1035 

1040 

1042 

1066 

1066 



1087 
1100 
1135 

1154 



1189 

1199 
1216 
1272 
1307 
1327 
1377 



Age. Rgnd. 



Dep. 1399 



1413 

1422 
Dep. 1461 



1483 



14S3 
1485 



1509 

1547 
1553 

155S 
1603 



52 
55 
45 
25 

18 
32 

48 
27 
40 



62 



60 
43 
67 

50 



56 

42 
50 
65 
68 
43 
65 

34 



47 

34 
49 



41 



13 
35 



53 

56 
16 

43 
70 



2C 5 (> 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



SOVEREIGNS OF SCOTLAND FROM a. d. 1057 TO THE UNION OF 

THE CROWNS. 



Names. Began to Reign. 

Malcolm (Ceanmohr) 1057, April 

Donald (Bane) 1093, Nov. 

Duncan 1094, May 

Donald (Bane) rest 1095, Nov. 

Edgar 1097, Sept. 

Alexander 1 1107, Jan. 8 

David 1 1124, April 27 

Malcolm (Maiden) 1153, May 24 

William (The Lion) 1165, Dec. 9 

Alexander II 1214, Dec. 4 

Alexander III 1249, July 8 

Margaret of Norway 1286, Mar. 19 

John Baliol 1292, Nov. 17 

Robert I. (Bruce) 1306, Mar. 27 

David II : 1329, June 7 



Names. Began to Reign. 

Robert II. (Stewart) 1371, Feb. 22 

Robert III 1390, April 12 

James 1 1406, April 4 

James II 1437, Feb. 20 

James III 1460, Aug. 3 

James IV 1488, June 11 

James V 1513, Sept. 9 

Mary 1542, Dec. 16 

Francis and Mary 1558, April 24 

Mary 1560, Dec. 5 

Henry and Mary 1565, July 29 

Mary 1567, Feb. 10 

James VI 1567, July 29 

(Ascended the throne of England as James 
I., 24th March, 1603.) 



KINGS AND QUEENS OF GREAT 


BRIT 


AJN. 




Name. 


DYNASTY. 


Access. 


Died. 


Age 


Rgnd. 


f 
James I. (VI. of Scot.) { 

I 
Charles I 


The House of Stuart. 

Son of Mary, Queen of Scots, ] 
granddau. of James IV. and \ 
Margaret, dau. of Henry VII. . . J 

Only surviving son of James I . . . . 

Eldest son of Charles I. (restored ) 
1660) . . . , / 


1603 

1625 
1649 


1625 

Beh. 1649 
1685 


59 

48 
55 


22 
24 




36. 



Commonwealth declared May 19, 1649. 
Oliver Cromwell, Lord Protector, 1653-8. Richard Cromwell, Lord Protector, 1658-9. 



jAMESlI.OVII.of Scot.) 

William III 

and 
Mary II 

Anne 



George I. 



George II. . 
George III. 



Second son of Charles I. (died 16 

Sept., 1701) Interregnum, Dec. 

11, 1688— Feb. 13, 1689) 

Son of William Prince of Orange, 

by Mary, daughter of Charles I. 

Eldest daughter of James II.. . j 
Second daughter of James II 



The House of Hanover. 

Son of Elector of Hanover, by 
Sophia, daughter of Elizabeth, 
daughter of James I J 

Only son of George I 

Grandson of George II 



1685 

1689 
1702 

1714 

1727 
1760 



Dep. 1688 
Dec. 1701 


68 


J 1702 
(1694 


51 
33 


1714 


49 


1727 


67 


1760 
1820 


77 
81 



13 
6 

12 



13 

33 

59 



KINGS AND QUEENS OF THE UNITED KINGDOM. 



Name. 



DYNASTY. 



Access. Died. Age. Rgnd 



George III 

George IV 

William IV 

Victoria I 

Edward VII 



The HousQ of Hanovet — continued 

(Regency commenced 5th Febru- 
ary, 1811) 

Eldest son of George III 

Third son of George III 

Daughter of Edward, 4th son of 1 
George III / 

The House of Saxe-Coburg. 
Eldest son of Queen Victoria 



1801 

1820 
1830 

1837 



1901 



1820 

1830 
1837 

1901 



81 

68 
72 

81 



59 

10 

7 

63 



WHOM god preserve 



SCIENTIFIC AMERICAN HANDJ100K OF TRAVEL 



2(i? 



WELSH SOVEREIGNS AND PRINCES. 



Independent Princes, A.D. 840 to 1282. 

Roderick the Great 840 

Anarawd, son of Roderick 877 

Howel Dda, the Good 942 

Ief an and Iago 948 

Howel ap Ief an, the Bad 972 

Cadwallon, his brother 984 

Meredith ap Owen ap Howel Dda 985 

Idwal ap Meyric ap Idwal Voel 992 

Llewellyn ap Sitsyllt 1015 

Iago ap Idwal ap Meyric 1023 

Griffith ap Llewellyn ap Sitsyllt 1034 

Bleddyn 1063 

Trahaern ap Caradoc 1073 

Griffith ap Cynan 1079 

Owain Gwynedd 1136 

David ap Owain Gwynedd 1169 

Llewellyn the Great. . 1194 

David ap Llewellyn 1240 

Llewellyn ap Griffith, last Prince, 1246; 

slain 1282 



English Princes, A.D. 1284 to 1901. 
Edward of Carnarvon (King Edward 

II), born 1284; created Prince of 

Wales 1301 

Edward the Black Prince, s. of Edwd.III 1343 
Richard (Richard II.,) s. of the Black 

Prince 1377 

Henry of Monmouth (Henry V.) 1399 

Edward of Westminster.son of Henry VI. 1454 

Edward of Westminster (Edward V.) 1472 

Edward, son of Richard III. (d. 1484) . . . 1483 

Arthur Tudor, son of Henry VII 1489 

Henry Tudor(Hen.VIII.) f s.of Henry VII. 1503 

Henry F. Stuart, son of Jamesl.(d. 1612) 1610 

Charles Stuart (Charles I.) , s. of James 1 . 1616 

Charles (Charles II.), son of Charles I... 1630 

George Augustus(Geo.II.),s.of George I. 1714 

Frederick Lewis, s. of George II. (d. 1751) 1727 

George William Frederick (George III.).. 1751 

George Augustus Frederick (George IV.) 1762 

Albert Edward (Edward VII.) 1841 

George Frederick Ernest Albert 1901 



PRESIDENTS OF THE UNITED STATES OF AMERICA. 



Declaration of Independence ... .4 July 1776 
Gen. Washington first Pres., 1789 and 1793 

John Adams 1797 

Thomas Jefferson 1801 and 1805 

James Madison . 1809 and 1813 

James Monroe 1817 and 1821 

John Quincy Adams 1825 

Andrew Jackson : 1829 and 1833 

Martin Van Buren 1837 

William Henry Harrison (died 4 April) . . 1841 
John Tyler (elected as Vice-President) . . 1841 

James Knox Polk 1845 

Zachary Taylor (died 9 July, 1850) 1849 

Millard Fillmore (elected as Vice-Pres.) 1850 
Franklin Pierce 1853 



James Buchanan 1857 

Abraham Lincoln (assas. 14 April, 1865) 

1861 and 1865 
Andrew Johnson (elected as Vice-Pres.) . 1865 

Ulysses S. Grant 1869 and 1873 

Rutherford Burchard Hayes 1877 

James A. Garfield (assas. 19 Sept., 1881) 1881 
Chester A. Arthur (elected as Vice-Pres.) 1881 

Grover Cleveland . 1885 

Benjamin Harrison (b. 20 Aug., 1833) . . 1889 
Grover Cleveland (elected second 

time) 1893 

Wm. McKinley(assas.l4Sept.l901)1897& 1901 
Theo. Roosevelt(elect.as V.-Pr. 1901) & 1905 
William Howard Taft 1909 



FRENCH DYNASTIES AND SOVEREIGNS 



The Merovingians. 

Clovis, "The Hairy," King of the Salic 

Franks 428 

Childeric III., last of the race 737 

The Carlovingians. 

Pepin, "The Short, "son of Charles Martel 752 

Charlemagne, the Great, Emp. of the West 768 

Louis V., "The Indolent, "last of the race 986 

The Capets. 

Hugh Capet, "The Great" 987 

Louis IX. "St. Louis" <*1226 

Philip, "The Hardy" 1270 

Philip, "The Fair" 1285 

Louis X 1314 

John 1 1316 

Philip, "The Long" 1316 

Charles IV., "The Handsome" 1322 

The House of Valois. 
Philip VI., de Valois, "The Fortunate".. 1328 

John II., "The Good" 1350 

Charles V., "The Wise" 1364 

Charles VI., "The Beloved" 1380 

Charles VII., "The Victorious" 1422 

Louis XI 1461 

Charles VIII 1483 

Louis XII 1498 



I Francis I 

; Henry II 

j Francis II 

| Charles IX.., 

i Henry III., last of the race 

The House of Bourbon. 

Henry IV., "The Great, "King of Navarre 

Louis XIII., "The Just" 

Louis XIV., "The Great," Dieudonne. . . 

Louis XV.," The Well-beloved " 

Louis XVI. (guillotined 21 Jan., 1793).. . 
Louis XVII. (never reigned) 

The First Republic. 
The Nat. Convention first sat.. . .21 Sept. 
The Directory nominated 1 Nov. 

The Consulate. 
Bonaparte, Cambaceres, and Lebrun 

24 Dec. 

The First Empire. 
Napoleon I. decreed Emperor. . . 18 May 
Napoleon II. (never reigned)died22 July 

The Restoration. 
Louis XVIII. re-entered Paris. . 3 May 
Charles X. (dep. 30 July, 1830; d. 6 Nov. 
1836 



1515 
1547 
1559 
1560 
1574 

1589 
1610 
1643 
1715 
1774 
1793 

1792 
1795 



1799 

1804 
1832 

1814 
1824 



268 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



FRENCH DYNASTIES AND SOVEREIGNS— Continued 



The House of Orleans. 
Louis Philippe, King of the French .... 1830 
(Abdicated 24 Feb., 1848; d. 26 Aug., 1850.) 

The Second Republic. 
Provisional Government formed22 Feb. 1848 
Louis Napoleon elected Pres. ... 19 Dec. 1848 

The Second Empire. 
Napoleon III. elected Emperor. . 22 Nov. 1S52 
(Deposed 4 Sept., 1870; died 9 Jan., 1873). 



Third Republic. 
Committee of Public Defence.. . . 
M. Thiers elected President. . . . 
Marshal MacMahon elected Pres 
Jules Grevy (first) elected Pres.. 
Marie F. S. Carnot, elected Pres. 
Jean Casimir Perier electedPres. 
Francois Felix Faure elec. Pres. 
Emile Loubet elected President. 
Armand Fallieres elected Pres. . 



4 Sept. 


1870 


31 Aug. 


1871 


.24 May 1873 


.30 Jan. 


1879 


. 3 Dec. 


1887 


.27 June 


1894 


17 Jan. 


1895 


.18 Feb. 


1899 


.18 Jan. 


1909 



GERMANY— AUSTRIA-HUNGARY 

FerdinandllL.Son ofEmp. Ferdinand II. 1637 

Leopold I., Son of Ferdinand 1658 

Joseph I., Son of Leopold 1705 

Charles VI., Brother of preceding 1711 

Maria-Theresa of Hungary and Bohemia 1740 

Charles VII., Elector of Bavaria 1742 

Francis I., Husband of Maria-Theresa. . . 1745 

Joseph II., Son of preceding. 1765 

Leopold II., Brother of preceding 1790 

Francis II. / as last Emperor of Germany 1792 
Francis I. \ as first Emperor of Austria 1804 

Ferdinand (Abdicated 1848) 1835 

Francis- Joseph (Nephew) . . 2 December 1848 



PRUSSIA-GERMANY 

Albert I., First Elector of Brandenburg. . 1134 

John-Sigismund,Elector,Duke of Prussia 1616 

George- William,Elector,Duke of Prussia 1619 

Frederick-William, "The Great Elector". 1640 

Frederick, 1 688 ; Crowned Ki ng of Prussi a 1701 

Frederick- Willi am 1 1713 

Frederick II., "The Great" 1740 

Frederick- William II 1786 

Frederick- William III 1797 

Frederick- Willi am IV 1840 

William I., First German Emperor (1871) 1860 

Frederick, Second German Emperor 1888 

William II., Third German Emperor 1888 



1689 Peter I. died 28 Jan. 1725 

1725 Cath.L, Mistress of Peter.d. 17 May 1727 
1727 Peter II., died 1730 ; 1730, Ann, 

died 29 Oct. 1740 

1740 Ivan VI., imprisoned 1741,assass. 1764 

1741 Elizabeth died 5 Jan. 1762 

1762 Peter III. . . assassinated. 14 July 1762 



EMPERORS OF RUSSIA. 

1762 Cath.II.,WifeofPet,III.,d. 17 Nov. 1796 

1796 Paul assassinated 24 Mar. 1801 

1801 Alexander I died 1 Dec. 1825 

1825 Nicholas I died 2 Mar. 1855 

1855 Alexander II., assassinated 13 Mar. 1881 

1881 Alexander III died 1 Nov. i894 

1894 Nicholas II., began to reign. 



POPES OF ROME. 



Adrian IV. (Nicholas Brakespeare, the 
only Englishman elected Pope; born at 
St. Albans; died Sept., 1159) 1154 



Innocent XIII. 
Benedict XIII. . 
Clement XII . . 
Benedict XIV.. 
Clement XIII. 



.Conti 1721 

.Orsini 1724 

Corsini 1730 

. Lambertini 1740 

Rezzonico 1758 



Clement XIV Ganganelli 1769 



Pius VI Braschi 1775 

Pius VII Chiaramonti 1800 

Leo XII della Genga 1823 

Pius VIII Castiglioni 1829 

Gregory XVI Cappellari 183 1 

Pius IX . Mastai-Ferretti 1846 

Leo XIII Pecci 1878 

Pius X Sarto(born2Junel835) 1903 



From W hitaker' s Almanack , 1910.— For more detailed information, see the Almandch de Gotha. 



RADIO-ACTIVE SPRINGS IN ENGLAND. 
The discovery that the water in the old 
Trenwith mine at St. Ives is more highly 
radio-active than water anywhere else in 
England is reported by Consul Joseph G. 
Stephens. He says that it will be of great 
medicinal value for gout, rheumatism, 
eczema, and nervous disorders, for which 
patients are already visiting the springs. 
St. Ives also has an artist colony, among 
whom are many Americans. 

Under the new American Tariff Act. works 
of art over twenty years of age, and antiques 
over a hundred years old, can be imported 
free of duty. This has resulted in a vastly 
increased volume of shipments of value ten 
times greater than any similar period of the 
preceding year, before the new tariff went 
into effect. 



THE SEVEN WONDERS OF THE WORLD 
The Seven Wonders of the World, so-called, 
or rather the Seven Wonders of the Ancient 
World, were as follows: The Pharos of 
Alexandria; The Colossus of Rhodes; The 
Great Temple of Diana at Ephesus; The 
Hanging Gardens of Babylon; The Pyramids; 
The Tomb of Mausolus; and the Great Statue 
of Jupiter at Olympia. All of the Seven 
Wonders were situated on the shores of the 
eastern part of the Mediterranean. If th 
Greek writers had been better acquainted 
with the north of Europe or the south of 
Asia, they would probably have made a 
different selection. 



A line of steamers from Canada to Austria 
has been projected. 



THE ARRIVAIj 



BRITISH PORTS 



QUEENSTOWN. 

Queenstown, the Irish port of call of the 
Cunard and the White Star (Liverpool Ser- 
vice) Steamers, is a convenient disembark- 
ation point for those who are desirous of 
visiting Ireland en route to England and the 
European Continent. An efficient Tender 
service is in commission, affording passengers 
every comfort in landing. Ireland has many- 
scenic attractions, Killarney, etc., and an 
efficient train service prevails to reach all 




Railway officials meet the steamers on 
arrival at Queenstown, and afford passengers 
every assistance and information. Those en 



^OLONOON 




QUEENSTOWN AND CORK HARBOR. 

route to England should inquire for Mr. Wm. 
Stirling, Agent, L. & N. W. Ry,, who is pre- 
pared to look specially after their require- 
ments. Tourists and others landing at 
Queenstown can obtain all information re- 



FASTNET LIGHT. 

points of interest. Dublin is reached in 
about four hours from Queenstown, and from 
Dublin crossing can be effected to England 
via Holyhead by the old-established lines of 
steamers, viz., the City of Dublin Steam 
Packet Company and the London & North 
Western Ry. Other convenient crossings 
from Ireland to Great Britain are 
Greenore via Holyhead 
Belfast " Fleetwood 
Belfast " Larne and Stranraer 




FISHGUARD 



269 



270 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



garding travel in Ireland on application to the 
American Office of the Great Southern & 
Western Ry. (Ireland), No. 287 Fifth Avenue, 
New York. Queenstown has just been aban- 
doned by the Cunard Line as regards her 
fastest steamers. 

FISHGUARD. 
The new port of call at Fishguard 
has produced some new conditions in the 
English transportation field. The fol- 



north by a substantial breakwater 2,000 
feet in length. The bay is 6 miles 
across. Commodious steam tenders 
meet all liners on arrival at Fishguard 
and convey passengers to the landing 
stage. Fishguard Harbor station is on 
the quay, and on landing passengers only 
have a few yards to walk to join 
the trains in waiting. Ample refresh- 
ment and waiting room accommodation 




FISHGUARD HARBOR 

With Mauretania in distance 



lowing is some valuable information rel- 
ative to disembarking at this place : 

The inauguration of Fishguard as a 
port of call has brought New York 5 
hours nearer to London. 

Fishguard Ray is protected on the 
east, south and west by headlands and 
hills 300 or 400 feet hish, and to the 



is provided, while on a commanding po- 
sition above the quays, and overlooking 
the bay, the G. W. R. Co. have under 
their own management the Fishguard 
Bay Hotel (late "Hotel Wyncliffe"). 
where passengers desirous of breaking 
the journey at Fishguard and spending 
a day or two in enjoying the attrac- 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



271 



tions of the neighborhood will find 
every comfort. Passengers are relieved 
of all trouble in connection with their 
baggage by the G. W. R. Staff, who will 
land it, unpack for Customs examina- 
tion, repack, and register and label it 
to destination, free of charge. Baggage 
can be warehoused at a small charge, if 
desired, or it will be sent by passenger 
train to the destination station free (if 
within weight allowed) and warehoused 
there. The company will also, if re- 
quired, arrange for its delivery at des- 
tination at a moderate charge. Heav^ 




OLD HEAD" r OF KINS ALE LIGHT, 
IRELAND. 

luggage can be left in charge of the dock 
officials, to be forwarded by goods train. 
at goods train rates. A cable and tele^ 
graph office is situated at the landing 
quay for transmitting messages to all 
parts of the world. 

Special express trains will be run 
from Fishguard as soon as the passen- 
gers are landed from the ocean steam- 
ers. 

Passengers for Paris, and the Conti- 
nent generally, by landing at Fishguard 
reach their destination practically a day 



earlier than by any other route. The 
special boat trains will be equipped with 
restaurant cars, and if a night journey 
is made, with a sleeping car. 

If the number of passengers landing 
from an ocean steamer on any occasion 
does not warrant the running of a spe- 
cial train throughout, the regular sched- 
ule of express trains will be available, 
through carriage accommodation to 
London being provided. 

The following fares are in operation 
for ocean passengers landing at Fish- 
guard : 





Single Journey 




English 


American 


Fishguard to 


Currency 


Currency 




1st CI. 


3d CI. 


1st CI. 


3d CI. 


London 


s. d. 


s. . d. 


$ c. 


$ c 


(Paddington) 


34 


19 


8 50 


4 75 


Bath 


27 6 


14 4 


6 90 


3 60 


Birmingham. . . 


29 


1411 


7 25 


3 75 


Bristol 


25 9 


13 4 


6 45 


3 35 


Cardiff 


18 9 


910 


4 70 


2 50 


Oxford 


35 


18 


8 75 


4 50 


Stratford 


30 


15 64 


7 50 


3 90 


Paris (via 












99 S 


59 8 


25 


15 


Paris (via 










Folkestone). . 


93 


54 8 


23 25 


13 70 




A Comfortable Sidewheel Tender at Queens- 
town. 

Single tickets and outward halves of 
return tickets between Fishguard and 
London are available for three months 
if purchased in America, or if issued 
in exchange for vouchers obtained in 
America. In other circumstances they 
are available for ten days. Passengers 
are permitted to break the journey at 
any station on the route, provided the 
journey be completed within the periods 
named* above. Return tickets are avail- 
able for six months. 

The time taken to trans-ship mail and 
passengers at Fishguard is remarkably 



272 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



short, as may be seen by the annexed 
figures which are for the disembarking 
of passengers and mail at Fishguard on 
Aug. 30, 1909, from the "Mauretania" : 

Time Table of Transfer Operations. 

P. M. 

Sighted off Strumble Head 12.48 

"Mauretania" dropped anchor . . 1.17 

Mail Tender alongside 1.25 

Mail Tender left 1.42 

Passenger Tender alongside 1.33 

Passenger Tender left 1.57 

"Mauretania" departed 2.0 



Time Table of Special Train. 



Mail Train 



1st Passenger 



P. M. 
Fishguard Ocean 

Quay dep 2.7 

Paddington 6.40 

Train — 
Fishguard Har- 
bor Station dep.. 2.52 
Paddington arr.. 7.28 

2nd Passenger Train — 

Fishguard Har- 
bor Station dep. 3.5 
Paddington 7.56 



HOLYHEAD. 

Holyhead, situated on the West Coast of 
the Isle of Anglesea, off the North Wales 
Coast, is the port of call, weather and other 
conditions permitting, of the White Star 
(Liverpool Service) Steamers, eastbound, 
during the season April 1st to October 31. 
Disembarkation is effected in a modern and 
comfortable manner, and, on landing, 
passengers will find in readiness a Special 
Corridor Train for London, accomplishing 
the journey in about six hours. The route 
of the Holyhead American Special is along 
the picturesque coast fine of North Wales, 
a most favorable and interesting section for 
Tourists. Chester is passed through en 
route, then Crewe and Rugby. The fast and 
luxurious train follows the main line of the 
London & North Western Ry. and places 
passengers at Euston Station, a most conven- 
ient centre for all hotels and points in London. 
Those who do not wish to proceed to London 
direct can take advantage of landing at Holy- 
head to visit the scenic and seaside resorts of 
North Wales. Many Coaching Tours in con- 
nection with Rail Travel will be found con- 
venient to visit the Pass of Llanberis, Snow- 
don, Bettws-Y-Coed, etc. The L. & N. W. 
Ry. maintains a first class Hotel at Holyhead. 
Moderate Charges. Special booklets and in- 
formation regarding North Wales can be 




THE LANDING STAGE AT RIVERSIDE STATION, LIVERPOOL. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



273 



obtained at the American Office of the L. 
& N. W. Ry., No. 287 Fifth Avenue, New 
York. 

LIVERPOOL AND RIVERSIDE STATION 
TO LONDON, ETC. 
Liverpool, the home port of many important 
British Steamship Lines, is located on the 
river Mersey, North West section of Eng- 
land, geographically convenient to all parts 
of the British Isles and within 4-hours 
train run of London. For the convenience 
of trans-Atlantic passengers, Riverside Rail- 
way Station (adjoining the Landing Stage) 
affords a direct Special Train Service to Lon- 



pool and London, by several optional routes 
to visit the historical places as follows: 
Chester (Cathedral, Roman Walls, etc., gate- 
way for North Wales); Manchester, Shrews- 
bury, Crewe, Lichfield, (for the noted three- 
spired Cathedral), Nuneaton (for George 
Eliot's Country); Birmingham; Coventry; 
Kenilworth, Leamington, (for Warwick and 
Stratford-on-Avon. The most interesting 
manner of visiting Shakespeare's Country is 
to make Leamington a centre and drive 
through rural England visiting Kenilworth, 
Warwick, and Stratford-on-Avon. Carriage 
charges are moderate) ; Rugby (for its noted 
Schools, Dr. Arnold's;) Northampton (for 




"OCEAN SPECIAL," LEAVING FISHGUARD. 



don, run on arrival of the principal steamers 
from America. These trains are of the corri- 
dor class, Dining Cars, Etc. Disembarkation 
at Liverpool obviates landing by tender, the 
transfer being effected direct from the ocean 
steamer to the train in waiting. The route 
between Liverpool and London via the Lon- 
don & North Western Ry. is very interesting 
and comprehensive. The fast American 
Specials travel via Crewe, Stafford, and Rug- 
by, the direct, original, and shortest route 
batween Liverpool and London. The ex- 
tensive area covered by the London & North 
Western Ry. will, however, permit passengers 
to travel, at the ordinary rates between Liver- 



Washington's ancestral home) ; Bletchley (con- 
venient junction for the Universities Oxford 
and Cambridge). 

The route from Liverpool to the North is 
likewise convenient for those who wish to 
visit the English Lakes or Scotland. The 
London & North Western issue an exception- 
ally interesting assortment of literature which 
can be obtained on application to the Amer- 
ican Office of the Company. No. 287 Fifth 
Avenue, New York City, "Hold" Baggage 
can be checked direct from hotel or residence 
in New York to London, delivered, via Liver- 
pool, Cunard and White Star Line Steamers, 
en application to the office above. 



274 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



The following information for ocean 
passengers landing at Liverpool is fur- 
nished by the Great Western Railway 
Co., 355 Broadway, New \ork. Trains 
start from Birkenhead, connected by 
ferry with Liverpool. London is also 
reached by the Midland Railway, tbe ter- 
minus of which is at St. Pancras Station 
in Euston Road ; by the Great Northern 
Railway, the terminus of which in Lon- 
don is at King's Cross, and by the new 
Great Central Railway, the terminus of 
which is at the Marylebone Station. 
Space forbids a comparison of the mer- 
its of the accommodations, etc., on the 
different roads. Folders and booklets 
will be found in abundance in the sta- 
tion at Liverpool and on the steamers. 




EDDYSTONE LIGHTHOUSE. 

There are several routes between the 
port of Liverpool and London, and trav- 
elers have the choice of the following, 
and are permitted to break the ."journey 
at any station en route, provided the 
journey be completed within the speci- 
fied time. 

1. The "Royal" Shakespeare route — 
skirting the border of Wales and pass- 
ing through Chester, Shrewsbury. Bir- 
mingham, Warwick, Leamington, Strat- 
ford-on-Avon, Oxford, Reading, Slough 
and Windsor. 

2. The Severn Valley and Worcester 
route — passing through Chester, Shrews- 
bury, Bridgnorth, Worcester. Stratford- 
on-Avon, Oxford, ' Slough and Windsor. 




LIVERPOOL AND THE MERSEY. 

3. The Hereford, Ross and Gloucester 
route — passing through Chester, Shrews- 
bury, Ludlow, Hereford, Ross, Mon- 
mouth, Tintern, Chepstow, Gloucester, 
Slough and Windsor. 

4. The Hereford, Bristol and Bath 
route, at slightly increased fares — pass- 



GREAT WE >TI R* 



THRO JG1 






available 
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G. W, RLY. I FFI 



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and steamboats. . 

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Available for a' Sin c 
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by' the succeeding Oo 
in. the cover,: 

NOT 



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RAILWAY.. 



NEW YORK. 



X.VA»l 'SWATFOUIl-ON- 
OINO, Or WORCESTER,' 
HEREFORD, TlKTISHN, 

liberty to call at any 
ND5oji& Eton. 

S iW.10/0 



lafnooats it Is awlahle ; nu4 



roqalred. 

ot» direction only, 

he cover. 

sed when accompanied 

) nnd when onclosad 



TICKET TO LONDON. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



275 



ing through Chester, Shrewsbury, Lud- 
low, Hereford, Abergavenny, Bristol, 
Bath, Slough and Windsor. 

Or, if it is desired to reach the Con- 
tinent direct from Liverpool without 
making any stay in England, travelers 
are able to join through carriages at 
Birkenhead (Liverpool) for Folkestone 
or Dover via Reading. 

The Great Western Railway Co.'s rep- 
resentative meets the steamers, on their 
arrival at Liverpool, to render assist- 
ance to passengers by the Great West- 
ern Line. 

Passengers taking or holding through 
tickets to London incur no expense at 
Liverpool, as, after passing their bag- 



gage through the Custom House, dock 
porters transfer it at no cost to the 
owners, who need not leave the landing 
stage, where through tickets can be ob- 
tained at the Great Western Co.'s of- 
fice in the Custom House waiting room. 

Heavy luggage can, if so desired, be 
checked through to London direct or any 
station on the Great Western Railway, 
and no charge for conveyance by rail is 
made if within the weight allowed free. 

The company will also arrange, upon 
payment of 6d. per package, for the lug- 
gage to be delivered at any hotel "or 
residence within a certain radius at the 
principal places served by the Great 
Western Railway. 




PRINCIPAL CHANNEL PORTS AND LIGHTS. 




PLYMOUTH (ENGLAND) HARBOR. 



276 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 




THE TENDER "CHESHIRE" 
In Plymouth Harbor, carrying the Mail. 




DISEMBARKING AT PLYMOUTH 
Notice the Reinforced Plating of the "George Washington." 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



277 



The company's agent at 11 James 
Street, Liverpool, will, on receipt of a 
telegram from Queenstown, arrange for 
the retention of compartments in 
through carriages. Compartments are 
retained for four first class, or six sec- 
ond Qf third class passengers, or on 
payment of the fares for these numbers. 
New York Office, 355 Broadway, New York. 

CHANNEL ROUTE. 

The Scilly Islands, lying off Land's 
End, come first into view, and from 
Bishop's Kock Light notice of the ship's 
arrival has been sent by wire, then as 
the ship is steered on her course, the 
Cornish Coast is seen, and the Lizard 
Lighthouse also reports the ship's prog- 
ress. Ere long the Eddystone light is 
visible, and 11 miles distant is : 

PLYMOUTH. The steamer anchors 
in the roadstead and tenders come 
alongside promptly for the passengers, 
baggage and mails. 

Passengers landing here can proceed 
by special train (1% hours) for London, 
or they can explore the beautiful Dev- 
onshire country, visiting the fashionable 
watering places, particularly Ilfracombe, 
which Charles Kingsley said, "combines 
the soft warmth of south Devon with 
the bracing freshness of the Welsh 
Mountains," and then proceed by slow 
stage to London and view the fascina- 
ting Cathedral towns, Exeter and Salis- 
bury, en route, or there are good con- 
nections for jauntings through Cornwall, 
Wales or the Shakespeare country. 

Passengers landing at Plymouth, Eng- 
land, can make the journey by either 
the Great Western Railway or the Lon- 
don and Southwestern Railway ; both 
routes run through fine country, and 
the railway connections are excellent. 
On the Great Western there is a choice 
of routes to London which are available 
for their communication. The follow- 
ing information will prove of interest : 

1. The new direct short route via Exe- 
ter, Taunton, Westbury, Newbury and 
Reading (inaugurated July 2, 1906). 

2. The "Cathedral" Route, via Exeter, 
Bristol, Severn Tunnel, Hereford, Wor- 
cester, Stratford, Leamington, Oxford 
and Reading. 

'3. The "Royal" Route, via Exeter, 
Bristol, Bath, Swindon and Reading. 

4. The Westbury and Salisbury Route. 

Or, if it is desired to reach the Con- 
tinent direct without making any stay 
in England, a through route to the Con- 
tinent is provided via Reading and 
Folkestone or Dover. 

The Great Western is the Royal and 
Mail Route to London, and upon sev- 
eral occasions has conveyed the mails 
from Plymouth to London in less than 
four hours. 

Passengers landing at Plymouth prac- 
tically save the whole of the time oc- 
cupied by the vovage up the English 
Channel and the River Thames. 

By arrangement with the shipping 
companies well appointed and commo- 




278 



SCIENTIFIC /VMERICAN HANDBOOK OF TRAVEL 



(lions Bteam tenders meet vessels on ar- 
rival at Plymouth, and passengers are 
taken i>.v these tenders dlrecl to the 
landing stage, which Is near the center 
of the town. 

\ Greal Western Railway official 
travels with all tenders between the ship 
and landing stage and will be pleased to 
supply passengers with particulars rela- 
ting to Main service, hooking of seats, 
el c. 

The railway staff relieve passengers of 
all trouble In connection wfth their bag- 
gage. Dock porters land It, unpack for 
Customs examination, repack, and af- 
terward register and label ii (<• destl- 
nai Ion free of oharge. 

Baggage can he warehoused a! Ply- 
mouth ai a small charge, if desired, ta- 
il will be senl by passenger train to the 

destination station free (if within 

weight allowed) and warehoused there. 

The railway company will also. If re- 
quired, arrange Cor iis delivery at desti- 
nation at a moderate charge. 

Heavy luggage can he lefl in charge 

of the dock officials, lo he forwarded hy 

goods train, at goods train rates, and :i 
charge of LOd. per package dock dues. 

Waiting and retiring rooms are pro- 
vided at the docks immediately con 

tlguous to. and communicating with, the 

Customs baggage warehouse. 

A buffel is provided in the waiting 

room, where, in addition to light re- 
freshments, luncheon or tea baskets can 
he procured or ordered for supply at 
slat ions en route. 

'A post office clerk is in attendance 

in the waiting room for the purpose of 
receiving ami despatching telegrams. 

Special express trains will be run 

from the docks at Plymouth as soon as 
the passengers are landed from the 
ocean steamers. 

The special trains from Plymouth to 
London perform the journey in a little 
over four hours. Restaurant cars are 

run on (lie trains, and sleeping ears on 

i he nlghl trains. 

[f the number of passengers landing 
on any occasion does not warrant the 

running of a special train throughout, 
i he regular schedule of express trains 
will he available, through carriage ac- 
commodation to London being provided. 
For the convenience of passengers 
Small tahles are provided on applica- 
tion, at a charge of 6d. each, in the 
compartments of the special trains. 

Cahs will in all cases he in attendance 
at the baggage warehouse for passen- 
gers who are desirous of proceeding to 
any part of Plymouth or to any of the 
several hotels in Plymouth before con- 
tinuing their journey. 

if accommodation is required at the 
Royal Hotel. Paddington station. Lon- 
don, the company's officials will tele- 
graph, free of charge, for same to be 
reserved, upon notification being given. 
Private omnibuses can he ordered in the 
same way. 

The following reduced special fares 
are in operation for ocean passengers 
landing at Plymouth : 



PLYMOUTH TABLE 
The following reduced special fares are in 
Operation lor ocean pass< aiders landing at 
J'I.n mouth.; 





Eng 


lish 




American 




Coinage 




Coinage. 


Plymouth to 


1st CI. 


3d CI. 


1st CI. 


3d CI. 




s. d. 


s. 


/. 


$ c. 


9 c. 


Exeter 


7 


3 


6 


1 75 


88 


Taunton 


11 2 


5 


7 


2 so 


1 40 


Bristol 


17 


s 


6 


4 25 


.2 13 


Hath 


IS s 
24 i) 


9 

12 


4 



4 70 
6 


2 33 


Swindon 


3 


Didcol 


28 o 


13 


6 


7 


3 38 


Reading 


30 o 


13 


6 


7 50 


3 38 


Salisbury 


21 (i 


1(1 


6 


5 25 


2 63 


Paddington 












(London) : 












Routes Nos. 














BO o 


15 





7 50 


3 75 


Route; No. 4.. . . 


35 9 


is 


3 


s 95 


4 55 


( 'athedral Kte. : 












Via Exeter, ] 












Bristol, Here- 












ford, Gt. Mal- 












verin, Wor- 












cester, Strat- ■ 


45 


24 





11 25 


6 


ford- on - Av- 












on, Warwick 












and Oxford 












route No. 2 













Fourteen days allowed to complete the 
journey to Paddington. 

Four days allowed to complete the 
journey to all other stations. 

A permit can be obtained from the 
booking clerks, authorizing passengers 
to break the journey at any interme- 
diate station. 

In addition to the above-mentioned 
figures, 2 /C (03 cents) per passenger is 
charged to cover the dock dues and all 
services rendered in connection with the 
conveyance of passengers' baggage to the 
baggage warehouse, its examination 
there, and its conveyance to the Great 
Western Railway vans or to the Mill- 
bay station. This commuted dock charge 
of 2/6 only applies to passengers who 
are about to travel hy the Great West- 
ern Railway to a station not less than 
50 miles distant, and to the baggage 
which accompanies passengers in the 
train. Passengers not proceeding by the 
G. W. R. beyond a distance of 50 miles 
will be charged 6d. for each passenger 
and lOd. for each package of luggage 
for dock dues and lauding charges- 

PASSENGERS RETURNING FROM 
ENGLAND VIA PLYMOUTH. 

The superintendent of the line. Pad- 
dington station. London, will furnish all 
particulars to passengers who wish to 
avail themselves of the advantages af- 
forded by either of the Great Western 
routes on the return journey. 

On receipt of notification, the Great 
Western Tompany will collect passen- 
gers' luggage in London within a cer- 
tain radius and see that it is placed on 



XTIFIC AMERICAN HAXD 



v ;-..-. '.';-.;, 



270 



'--• 






'-' ; 


of : 


-_ . 


- 

1 ticket J 




b Sail- j 




w York 



. : 



. - '- * ■.'--'•: '. > .::'..- : 



. :'< 



port of 

-. ■-.■-. ; 
-•: -. 
-■ ■--■-. -. 







fros* st* Xesr York 
Broadwa j, Xesr York. 

SOCTHAJIFTOX. 



- • .'.:.i '.:;. .'. ■. "-. ■:. -, :' • . v. :..:■ 
r - - "-:--. :.-■-'. '.•'. -. : .> --■- v -.i ..-. > 
perfeetrr Yielded fearix>r: flu docks are 
as accessible by Bight as ft? day aad 
hare the adraBtajge of doable tides. 
-■•:- :•■,'., y z: .: r. . .•■■_ .* ;. v- t, * 
--• •■- v. t-'-; - ;- -.!..?>?■.•: -.- -: 
'- --_-. ..■:-:. A-.z -. , .' • - -. - , - • ■ 
v.rri. :--.:- :.'•-. '-.•■■. z:v-.:.j . \-~.-.:~T. .:. ■£. 
'-■■- -.-.-_-.;- -.;- \- :.^.~ J • . r - . ;v_- 
5--: - :.:;-. ; :• .- ::.-. 1, - .t "• ■£■_'. 



Yamemg en will elaiss their hagsapr 
asd opea for iaspeietioa ?fc* piece or 

; t -r- v.-. -. .:.-.-_-■■;_,;■ ~- - . •. > . ; 

earn the* take their seats ia the traia. 
The procedure ootmp i cs hat a short space 
of tfjsje. aad passeag*rs reach L o ad o s 

'•''-.--• ... '.:> • ..-. v. .-..- - •;. •-- i-. ..-. 

froai the tiase of the ste as * cr *s antral. 

Passeaffirs for Fraace leare Soath- 

asjptoa by the steaasers of the Loadoa 

6: S'. V :*. :. v, -~ *~ v-. .'". V.i v. > - (->•" -2 ?/ ~ 

Soatitasjpcoa at aiidaight for Havre aad 

■■v.:v-~ :; v.-.- -•>.-. v.-.-. - £--.-.•> ? 
easMes passeagers to reach Paris iCare 
St, Lazare; at 11 ^9 the foOowfas 
A rerj ecoaoatfcal roate. 



280 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



LONDON. 

Steamers of the Atlantic Transport 
Line usually land their passengers on 
the quay, at Tilbury, where Customs 
examination takes place, and whence 
passengers are conveyed by special train 
to St. Pancras Station. Baggage is 
transported free of charge to St. Pan- 
cras Station, where it must be claimed 
by the owner, and may be transferred 
by omnibus or cab to hotel or residence. 



London Cab Fares. — By distance, 
within the four-mile radius from Char- 
ing Cross, for any distance, not exceed- 
ing two miles, 1 /-. For every addi- 
tional mile or part of a mile, 6d. If 
hired outside the four-mile circle, wher- 
ever discharged, 1 /- per mile or frac- 
tion of a mile. For more than two per- 
sons an additional charge of 6d. each is 
made. Baggage carried outside, 2d. per 
package. 




SKETCH MAP OF SOUTHAMPTON ' AND DISTRICT. 









^L=ifc 


1 * t>OM6ii™»- |g 






<=/t\1 n 


Mil 


"^^m<^.^-,mi 


\wu»» 


imwm 




-p. 


mm 




a 


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4JM > 


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fc 




jiuy ■ .' 


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\\ 1 1 









PLAN OF SOUTHAMPTON DOCKS. 



SOUTHAMPTON. 





-jr - - p.f.-*"^ 


lHJIHUf. 




1^ 


, 



Pillows and Blankets to hire. 



PART II 



CONTINENTAL PORTS 



CHERBOURG. 

This important port is a great French 
naval base, and the steamer passes the 
forts and anchors inside the break- 
water. Here, too, the landing is by 
tender, one for passengers and light 
baggage and the other for heavy trunks. 

Special trains for Paris are drawn up 
alongside the landing stage and as soon 
as the baggage has been examined by 
the Customs the train is despatched, 
making the run in about 6% to 7 hours. 
A baggage-master of the American Ex- 
press accompanies the train and is pre- 
pared to give the passengers any help 
that may be required. A restaurant 
car is generally attached to the train. 

From October to June the passengers 
are landed here up to 11.00 P. M. or 
6.45 A. M., the following morning. From 
July to October the landing is made up 
to the same hour in the evening or 8.00 
A. M. the following morning. 

Cherbourg has become the most im- 
portant gateway for Americans plan- 
ning a trip to the Continent, and the 
principal trans-Atlantic lines include 
this port now in their itineraries. The 
great Continental metropolis, Paris, is 
only a few hours distant and lines ra- 
diate from it to all parts of Europe. It 
is the most convenient "center for trips 
into Germany, Switzerland, Spain, the 
French and Italian Rivieras, and trav- 
elers en route to Egypt and the east 




find the most expeditious routes con- 
veniently accessible by magnificent 
trains de luxe via Marseilles and Brin- 
disi. Under no circumstances ever stop 
at a hotel in Cherbourg. The train ser- 
vice to Paris is abominable, and one 
steamship company threatened to aban- 
don it as a port of call, if conditions 




LIGHTHOUSE, CHERBOURG. 



HARBOR OF CHERBOURG. 

were not improved. It is a shame that 
such an ideal port should be so badly 
served. 

HAVRE. 

Distance from Paris, 112 miles. 

Havre is the port of landing for 
steamers of the Compagnie Gen6rale 
Transatlantique. When the state of tide 
permits, steamers proceed direct to the 
wharf. Should low water prevent this, 
passengers are conveyed by tender to the 
steamship quay. 

Hand baggage is passed at Havre. 
Passengers by the French line purchas- 
ing through tickets to Paris, register 
their heavy baggage at New York for 
immediate transfer from Havre to Paris 
without opening at Havre, and Customs 
examination takes place in Paris on ar- 
rival of special train. This special train 
starts from the side of the steamship 
pier at Havre, leaving as soon as the. 



281 



282 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



baggage can be discharged and placed on 
board the train. The journey to Paris 
is accomplished in about five hours, the 
train arriving at the Gare St. Lazare, 
situated in the heart of the city and in 
close proximity to the principal hotels. 

LANDING AT BOULOGNE-SUR-MER. 

In the interest of passengers the Hol- 
land-America Line has established the 
rule not to transfer passengers at Bou- 
logne-snr-Mer between the hours of 11 
P. M. and 6 A. M. 

The steamer anchors in the roads and 
passengers are conveyed ashore by ten- 
der. 

Passengers wishing to land at Bou- 
logne-sur-Mer are requested to inform 
the purser and baggage master thereof 
in due time and should make sure that 
none of their luggage or other property 
remains on board. 

The attention of first cabin passen- 
gers, who intend to disembark at Bou- 
logne-sur-Mer for Paris, without hav- 
ing purchased through tickets to the lat- 
ter place, is called to the great desira- 




Jj.ICHTS.BfU 



J^/GA 



HAVRE. 

bility of procuring railroad tickets at 
the official railroad fares from the pur- 
ser on board before leaving the steam- 
er, viz. : 

1st class ticket Boulogne — Paris, 

$5.50 or francs 28.65 
2d class ticket Boulogne — Paris, 

$3.70 or francs 19.40 

For the convenience of its passengers 
this company has arranged that baggage 
of passengers holding railroad orders to 
Paris can be checked through to Paris 
on board the steamer. Such baggage will 
not be examined by the French Custom- 
house officers at Boulogne-sur-Mer, but 
will go right through to Paris in bond. 
Examination will take place at the Paris 
railroad station "Nord," when the 
check made out on board is surrendered 
in order to obtain delivery of the bag- 
gage mentioned therein. 

Baggage up to 30 kilos belonging to 
passengers who are in possession of rail- 
road tickets to Paris, will be carried 



from Boulogne-sur-Mer to Paris free of 
charge when registered on board against 
payment of franc 0.10 to the purser or 
baggage master for registry. 

Baggage weighing over 30 kilos owned 
by such passengers will be checked 
through to Paris at rates which will be 
furnished by the purser upon applica- 
tion. 

Passengers are requested to look out 
themselves for their hand baggage. 

Passengers are strongly cautioned 
against engaging the services of unau- 
thorized interpreters or porters at Bou- 
logne-sur-Mer. 



ANTWERP. 

The Red Star Liners on arriving in 
Antwerp proceed immediately to the 
landing pier, where the baggage is ex- 
peditiously landed and arranged alpha- 
betically on tables for Customs examina- 
tion. 




BOULOGNE-SUR-MER. 

Passengers must claim their baggago 
and open such pieces as the Customs 
officer may designate. 

Cab fares are as follows : The course, 
Fes. 1.50 ; by the hour, 1 to 3 persons, 
Fes. 2 ; by the hour, 4 persons, Fes. 
2.50. 

LANDING AT HOEK VAN HOLLAND. 

Whenever tide or other circumstances 
may prevent the steamer from proceed- 
ing at once to Rotterdam, passengers 
and their luggage will be landed at the 
pier of the Holland-America Line at the 
Hook of Holland. In such cases the 
Customs inspection will take place on 
the company's dock, where through 
tickets to almost every important sta- 
tion either in the Netherlands or Ger- 
many may be had at exactly the same 
price as if purchased at the Rotterdam 
railway depot. Luggage will be regis- 
tered through to any of those stations 
at the same price as if it had been reg- 
istered at Rotterdam. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



283 



Between Hook of Holland and Rotter : 
dam passengers (with their luggage) 
travel by special train free of charge. 

In the case of a steamer proceeding 
to the company's pier at the Hook of 
Holland notices will be furnished to pas- 
sengers in due time before arrival show- 
ing time tables of trains provided for 
different directions. 

LANDING AT ROTTERDAM. 

Cabin passengers will please- note 
that the Custom-house inspection of bag- 



ROTTERDAM 




ROTTERDAM. 

gage will take place on board, imme- 
diately after reaching Hoek van Hoi 
land, on the way to Rotterdam. Pas- 
sengers are recommended to have their 
baggage inspected while the Custom- 
house officers are on board, to prevent 
annoyance and detention upon arrival. 

Baggage checked to the railway de- 
pots by the baggage master, who will 
board the steamer on the way to Rot- 
terdam, will be carried by the company 
to the railway depots free of charge. 
Such baggage must be claimed against 
delivery of check at the railway depot 
before leaving Rotterdam. 

No baggage is delivered by the com- 
pany at hotels or private addresses. Pas- 
sengers intending to go to an hotel, 
should take their baggage with them. 

Carriages and hotel-omnibuses will be 
found on the company's dock. 



BREMEN. 

Passengers by the steamers of the 
North German Lloyd Line disembark at 
Bremerhaven, at the mouth of the River 
VVeser, and are conveyed by special train 
to Bremen, a distance of 31 English 
miles, the journey occupying about 1 M> 
hours. 

The Customs examination of baggage 
usually takes place in the passengers' 
waiting hall at Bremerhaven directly af- 
ter disembarking. Should the steamer 
enter the Weser in the evening so that 
examination of the baggage cannot be 
effected the same day, passengers will 
be at once landed at Bremerhaven with 
their hand baggage, after examination of 
which they can proceed to Bremen. The 
remaining baggage follows during the 
night to Bremen, where the Customs 




HAMBURG. 

examination takes place on the following 
day in the baggage room adjoining the 
Central Railroad station. 

Cab Fares. — For the first quarter of 
an hour, 80 pfg. For each additional 
quarter hour, 40 pfg. 

HAMBURG. 

Hamburg is the port of arrival and 
departure for steamers: of the Hamburg- 
American Line. 

First and second class passengers by 
these steamers are landed at Cuxhaven, 
at the mouth of the River Elbe, about 
2V2 or 3 hours' journey by special train 
which leaves on arrival of steamer, and 
conveys passengers to the Venloer sta- 
tion in Hamburg. 

All baggage of such passengers is 
passed by the Customs officials in the 




HOEK VAN HOLLAND AND ROTTERDAM. 



284 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



steamship company's waiting room at 
Cuxhaven. 

The Bahnhof (railway station) at 
Hamburg is situated about a mile from 
the Alster, on the banks of which th 
principal hotels are located. 

Cab Fares. — 80 pfg. for first 1,200 
meters, 10 pfg. for each additional 400 
meters for one or two persons. 80 pfg. 
for first 900 meters, 10 pfg. for each 



Should the state of the tide not per- 
mit steamers to proceed immediately up 
the river to Glasgow, passengers may be 
landed by tender at Greenock, situated 
at the entrance to the Clyde and about 
23 miles distant from Glasgow, and will 
proceed thence by train. In the latter 
event the examination of baggage takes 
place on the pier at Greenock. 

The examination is conducted with 
celerity, only one or two selected pack 



'kA&ER tV/tff£LM C/lfy 

£iMMBVJT£L£R My£/V 





ONA 



MARBURG 



TARMS7EDT 



BREMEN 



TROTENBURG 



CUXHAVEN (HAMBURG) AND BREMERHAFEN. 

Showing Railway Connections. 



additional 300 meters for three or four 
people. 

Motor Cabs. — 80 pfg. first GOO meters, 

10 pfg. each additional 300 meters, one 

or two people. SO pfg. first 400 meters, 

10 pfg. each additional 200 meters, three 

, or four persons. 

GLASGOW. 

Distance to London, 405 miles ; dis- 
tance to Edinburgh, 42 miles. 

Passengers by all lines usually dis- 
embark at the wharfs of these lines, 
located about two miles from the center 
of the city and the principal hotels. 
Customs examination of baggage is con- 
ducted on the quay. 



ages being opened for Customs inspec- 
tion. 

Representatives of the railroad lines 
are in attendance on arrival of the 
steamers, and will furnish all necessary 
information as to train service, fares, 
etc. 

Glasgow Cab Fares. — Cabs may be 
hired by time or distance 

Fares by Time. — 2/- for the first bour 
or part thereof, and 6d. for each addi- 
tional quarter hour or part thereof. 

Fares by Distance.- — Four persons, not 
exceeding 1 mile, 1/-; each additional 
half mile. 6d. Two persons, not ex- 
ceeding l 1 /. miles, 1 /- r each additional 
half mile. 6d. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



285 



GENOA. 
The trans-Atlantic liners on arriving at 
Genoa proceed direct to the landing pier 
(Fonte Federico Guglielmo), where pas- 
sengers disembark. Baggage is expe- 
ditiously removed from the ship to the 
Customs examination shed on the pier, 




GENOA HARBOR. 

where passengers will claim their bag- 
gage. The Customs officials usually in- 
spect one or two packages, and accept 
the passenger's declaration that no to- 
bacco, cigars (which are prohibited), 
liquors or new clothing are contained in 
the baggage. 



y^-.v: 






At the railroad office in the Customs 
sheds, travelers can purchase tickets and 
have their baggage checked. There is 
also a bonded storeroom, where baggage 
can be stored in bond. 

NAPLES. 

Passengers arriving via trans-Atlantic 
steamers are landed by tender. Bag- 
gage is cleared in the Harbor Buildings, 
close to the landing stage. 




HARBOR OF NAPLES. 

Trouble and delay will be avoided at 
the Custom House if passengers are 
careful not to carry tobacco or cigars 
in trunks or portmanteaux. 

ROME. 

Visitors to Rome usually arrive at the 
Stazione di Termini on the Piazza di 
Termini, in the neighborhood of the 
large hotels and about three-quarters' of 
a mile from the Piazza Venezia in the center 
of the city. 

Cab Fares. — One or two persons, 1 li- 
ra per course or 2.25 lire per hour. 

1* 






^ v 




*■ 



■a°' 



rf v 



^ 









V* 



iC 



^ 



V 



0^ 



^12.' 6 



SECTION OF ENGLISH ROADBED 

Showing care in construction which renders riding comfortable 



286 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



CUSTOM HOUSE REGULATIONS. 



Custom House Regulations. — Examina- 
tions are generally made at the station 
nearest the frontier. Thus from Belgium 
to Germany luggage is examined at Her- 
besthal, and at Verviers in the reverse 
direction. Passengers must always be 
present at the Custom House Examinations, 
and hand their keys to the examining officer. 
The Customs Examination is one of the 
greatest drawbacks to the pleasures of 
foreign travel, but passengers will do well 
to remember that civility costs nothing, and 
may purchase much, and that the custom 
house officers are merely performing a duty, 
perhaps as disagreeable to themselves as to 
the traveller. 

List of stations at which baggage is generally 
examined: — 



Aix-la-Chap. (Ger.) 
Ala (Aust.) 
Alexandrov (Russ.) 
Alt-Munsterol (Ger.) 
Asch (Aust.) 
Avricourt (Alsace) 
Bale (Switz.) 
Belgrade (Serv.) 
Blandain (Belg.) 
Bentheim (Ger.) 
Bodenbach (Bohem.) 
Brigue (Sw.) 
Brody (Aust.) 
Burdujeni (Roum.) 
Cerbere (Fr.) 
Cervignano (It.) 
Charleroi (Bel.) 
Chiasso (Switz.) 
Constance (Baden) 
Cormons (Aust.) 
Cranenburg (Ger.) 
Dalheim (Ger.) 
Delle (Switz.) 
Domo d'Ossola (It.) 
Eger (Aust.) 
Elten (Ger.) 
Emmerich (Ger.) 
Esschen (Belg.) 
Eydtkubnen (Ger.) 
Flushing (Holl.) 
Furth, I. W. (Bav.) 
Friedrichsh'fen (Wt.) 
F'd'rickshald (Nor.) 
Feignies (Fr.) 
Geneva (Switz.) 
Goch (Ger.) 
Granitza (Russ.) 
Hendaye (Fr.) 
Herbesthal (Ger.) 
Iran (Spa.) 
Iselle (It.) 
Itzkany (Aust.) 
Jeumont (Fr.) 
Kaldenkirchen (Ger.) 
Kiel (Ger.) 

Kleinbettingen (Lux.) 
Kuf stein (Aust.) 

A few words upon the system of examining 
through registered luggage may not be out of 
place here. Luggage registered through from 
London to Paris is examined on arrival at 
Paris; if not registered through it is examined 



Lausanne (Switz.) 

Lindau (Bav.) 

Malmo (Swed.) 

Modane (Fr.) 

Mon (Swed.) 

Mons (Belg.) 

Moustron (Bel.) 

Noveant (Ger.) 

Nyniegen (Holl.) 

Oderberg (Aust.) 

Oldenzaal (Holl.) 

Orsova (Hung.) 

Oswiecim (Aus.) 

Patmy sur Mile. (Fr.) 

Paris (Fr.) 

Passau (Bav.) 

Peri (It.) 

Petit Croix (Fr.) 

Podwoloczyska (Aus.) 
Pontarlier (Fr.) 
Pontebba (Ital.) 
PortBou(Sp.) 
Predeal (Rou.) 
Radzivillov (Russ.) 
Rosendaal (Holl.) 
Salzburg (Aust.) 
Schaffhausen (Sw.) 
Singen (Bad.) 
Splugen (Switz.) 
Sterpenich (Belg.) 
Szczakowa (Aus.) 
Tetschen (Boh.) 
Thorn (Ger.) 
TJdine (It.) 
Ulflingen (Lux.) 
Valenciennes (Fr.) 
Vallorbes (Switz.) 
Venlo (Hoi.) 
Verviers (Belgium) 
Verciorova (Rou.) 
Vintimille (It.) 
Voitersreuth (Aust.) 
Volochisk (Russ.) 
Wirballen (Russ.) 
Zevenaar (Holl.) 
Zimony (Hung.) 



at the landing port. Luggage may be reg- 
istered through from London or from Paris 
to any of the chief Italian Cities, and examined 
at Modane or Chiasso (if registered to Turin 
via Modane it is examined at Turin) — Custom 
House open from 6.8 a.m. to 11.0 p.m. only; 
and coming from Turin it is examined at 
Modane, or in some cases on arrival at Paris. 
But all luggage not examined in Modane or 
Chiasso is sent to destination in bond at 
owner's cost, great trouble and delay being 
occasioned thereby. In returning from the 
Continent to London via Dover hand baggage, 
and registered baggage for St. Paul's or 
Holborn, is examined on board between 
Calais and Dover. Baggage cannot be 
registered to Heme Hill, but should be either 
registered to Victoria and examined there, 
or to Dover, where it would be examined. 
In this case, however, it would hardly be 
possible to proceed by the boat train to 
London. Luggage registered to Switzerland 
or Italy via Calais and Paris is examined at 
Calais and the Swiss or Italian frontier. 
Luggage registered to London by the Night 
Mail service via Calais or Ostend is examined 
at Dover; by. other services at Victoria or 
Charing Cross. Luggage registered through 
from London to Switzerland via Ostend and 
Strassburg, is examined once at Bale. Regis- 
tered luggage from Germany to London is 
not examined in Belgium. Baggage regis- 
tered from London to Switzerland and Italy 
via Dieppe, Paris, and P.L.M. Railway is 
examined by the Customs at Dieppe, as well 
as the Swiss or Italian frontier. Baggage 
registered to the South of France is also ex- 
amined at Dieppe, and if registered to Paris 
is examined at St. Lazare Station. Luggage 
registered from the Continent to London via 
Dieppe is examined at Newhaven. At 
Calais, Boulogne and Dieppe, licensed facteurs 
can be engaged to assist in passing hand 
baggage, &c, through the Customs at a fixed 
charge of 60c. per package. 

If it is desired to register baggage from any 
other station than London to places beyond 
Paris, at least 24 hours' notice must be given 
at the departure station. 

Flushing Route. — Luggage registered 
from London to a Dutch Station is examined 
at Flushing. Luggage registered from Lon- 
don to German, &c, towns via Boxtel and 
Wesel is examined only once — at Goch. 
Luggage registered from a German or Dutch 
Station to Victoria or Holborn Stations by 
train arriving weekday mornings is examined 
only once- — at destination. That registered to 
St. Paul's at Holborn. All other luggage is 
examined at Queenboro' Pier. 

Tobacco. — Only 40 grammes (lHoz.) of 
Tobacco is allowed to be taken into Italy 
by any one. traveller, duty free. Passengers 
found in possession of more than this quantity 
are liable to a fine of 71 fcs. anywhere in Italy, 
unless they can prove that duty has been paid. 
The duty on Tobacco entering France is 15 fcs. 
per kilo, on Turkish Tobacco 25 fcs., cigars 
and cigarettes 50 fcs. per kilo, Jewelry, 5 fcs. 
per kilo. Passengers entering France are 
allowed to take with them not more than 10 
cigars, or 20 cigarettes, or 40 grammes of 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



287 



tobacco free, provided the same be declared. 
If not declared it is liable to seizure, and the 
owner is liable to a fine of five times the duty, 
which is 50 fcs. per kilo on Oriental and 14 fcs. 
on other tobacco. Duty on woollen clothes 
2 fcs. 70c. per kilo; with embroidery, 10 fcs. 
70c; linen clothes, 6 fcs. and 14 fcs.; silk 
clothing, 3 fcs. and 11 fcs. 



Tea. — The duty on Tea entering France 
is 2 fcs. 68 per kilo (about 1/ per lb.) . 

The following are prohibited — False money, 
extracts of coffee, chicory, tobacco stalks 
stripped of the leaf, tobacco stalk flower, 
copyright books reprinted abroad, articles 
with marks or names imitating those "of 
British manufacturers. 



BAGGAGE REGISTERED OUTWARDS via DOVER. 



Baggage Registered to 

Paris .' 

Brussels, Antwerp, Liege, Spa, and Verviers 

Brussels, Antwerp, Liege, Spa, Verviers, Ghent, Bruges 

Ostend and Louvain 

Aix-la-Chapelle (T. Templeband) 

Ditto. . 

Amiens, Lille, Ghent, Roubaix and Tourcoing 

Cologne, Bonn, Coblence, Mayence and Frankfort (O.M.) 

Ditto ditto 

Any German Station (Via Herbesthal) 

Any Austrian Station (Via Herbesthal) 

Any German Station (Via Bleyberg) 

Any Russian Station 

Bale (Via Luxemburg) 

Strassburg do 



Via 



Calais . . 
Calais . . 

Ostend . 

Calais . . . 
Ostend . . 
Calais. . . 
Calais. . . 
Ostend . . 
( Calais 
< or 
(. Ostend 
( Calais 
■i or 
( Ostend 
/ Calais ) 
1 Ostend J 

Calais 1 
or > 

Ostend j 
/ Calais ) 
\ Ostend f 
/ Calais 1 
1 Ostend j 



Will be 
examined at 



Paris. 
Blandain. 

Ostend. 

Aix-la-Chapelle. 

Ditto. 

Calais. 

Herbesthal. 

Ditto. 

Herbesthal. 

Herbesthal and 
Bodenbach or 
Passau or Salzburg 

Aix-la-Chapelle. 

Herbesthal 

and 
Wirballen. 

Bale 
Bettingen 



Baggage registered for Brussels, or any place not beyond Verviers, when unclaimed by owner, 
will be found at Brussels; and for any place beyond Verviers, will be found in such a case at 
Herbesthal. In this case there will be a trifling expense for Customs formalities. 

Baggage being conveyed from the East westward destined for Belgium, is examined at 
Verviers, Baggage passing through Belgium for either France or England is not examined at 
all by the Belgium Customs. 



UNITED STATES CUSTOM DUTIES. 



Animals for breeding purposes, with 

certificate Free 

Animals, otherwise 20 per ct. 

Antiquities, not for sale Free 

Books, new 25 per ct. 

Boots, Shoes, Leather 10 per ct. 

Bronze, manufactures of 45 

China, Porcelain, and Parian Ware, 
plain 55 

China, gilded or ornamented 60 

Clothing, wholly or part wool . . . - 5( ^c. per !"• 

I 60perct. 

Clothing, Linen 50 " 

Cutlery and Plated Ware 40 per ct. 

Diamonds and Precious Stones, set.. . 60 per ct. 

unset, 10 per ct. 
Furs, manufactured 50 per ct. 

Gloves, Kid. . . / $1 - 75 to $ 5 - 80 per c d ° z ' 

\ 50 per ct. 



Gold and Silver Ware 45 per ct. 

Paintings New 15 per ct. 

Paintings by American artists Free 

Photographs 25 pel ct. 

Shawls, Camel's Hair or Wool.. . i 44 °- per lb S 

\ 60perct. 

Silk, Dress, Piece and Laces 60 " 

Statuary, Marble 15 " 

Stereoscopic Views 25 per ct. 

Umbrellas, Silk or Alpaca 40 " 

Velvet, Silk : / &!•«> Per lb 

\ 15perct. 

Watches 25 -' 

Every person is entitled to one watch of 
foreign manufacture. Specified duties in ad- 
dition are levied on certain classes of gcods. 



288 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



U. S. GOVERNMENT CUSTOM CIRCULAR. 



NOTICE TO PASSENGERS. 

The customs laws and regulations re- 
quire an examination of all the baggage 
and effects of passengers arriving in the 
United States from foreign countries. 
Before such examination can take place 
passengers are required by law to state 
what articles they are bringing with 
them that were obtained abroad. This 
information must be given upon forms 
provided for that purpose, which are en- 
titled "Baggage Declaration and Entry." 

Passengers should observe that there 
are two forms of declaration, one for 
residents and the other for nonresidents. 
Black for residents, red for nonresidents. 
These forms will be distributed to pas- 
sengers during the early part of the voy- 
age by an officer of the ship. When a 
passenger has prepared and signed the 
declaration, the coupon at the bottom of 
the form should be detached and the 
form should be given to the officer of the 
ship designated to receive the same. Dec- 
larations spoiled in the preparation 
should not be destroyed, but should be 
turned over to the purser, who will fur- 
nish a new blank to the passenger. 

After all the baggage and effects of 
the passenger are landed upon the pier, 
the coupon which has been retained by 
the passenger should be presented at the 
inspector's desk, whereupon an inspector 
will be detailed to examine the baggage. 
Passengers must acknowledge in person, 
on the pier, their signatures to their 
declarations. 

For purposes of administration, pas- 
sengers are divided into two classes, 
viz. : 

1. Nonresidents of the United States. 

2. Residents of the United States. 

The division of passengers into non- 
residents and residents in nowise affects 
citizenship. 

Nonresidents are — 

(a) Actual residents of other coun- 
tries. 

(&) Persons who have been abroad 
continuously for two years or more who 
elect to declare as nonresidents. 

Residents are all persons who have 
been residents of the United States and 
who have been abroad less than two 
years. 

Residents of the United States must 
declare all wearing apparel, jewelry, and 
other articles, whether used or unused, 
on their persons, or in thei^ baggage, 
which have been obtained abroad by pur- 
chase or otherwise, with the foreign cost 
or value of same. They shall state, as 
well, all wearing apparel, jewelry, or 
other articles taken out of the United 
States, which have been remodeled or 
improved while abroad so as to increase 
their value, the said statement to in- 
clude the cost of such improvement. If 
the articles so declared are for others, or 
to be used in business or for sale, these 
facts should be stated in the declaration. 



Residents of the United States are al- 
lowed one hundred dollars' worth of ar- 
ticles at their present foreign value, free 
of duty, provided they are not for sale 
or to be used in business, and are prop- 
erly declared. In the case of minors, 
the exemption of one hundred dollars' 
worth of articles obtained abroad is re- 
stricted to such articles as are for the 
bona fide use of such minor. 

Use does not exempt from duty wear- 
ing apparel or other articles obtained 
abroad, but due allowance will be made 
by appraising officers for wear or depre- 
ciation. 

Residents of the United States may 
bring with them, free of duty, all wear- 
ing apparel and other personal effects 
taken by them out of the United States 
which have not been remodeled or im- 
proved abroad so as to increase their 
value. 

Residents of the United States must 
not deduct the one hundred dollars ex- 
emption from the value of their wearing 
apparel or other articles obtained abroad 
by purchase or otherwise. Such deduc- 
tion will be made by customs officers on 
the pier. 

Nonresidents of the United States are 
entitled to bring in free of duty such ar- 
ticles as are in the nature of wearing 
apparel, articles of personal adornment, 
toilet articles, and similar personal ef- 
fects actually accompanying the passen- 
ger and necessary and appropriate for 
his or her wear and use for the pur- 
poses of the journey and present com- 
fort and convenience, and are not in- 
tended for other persons nor for sale, 
without regard to the $100 limitation. 

Citizens of the United States may 
have this privilege, provided it is shown 
to the satisfaction of the collector's 
representative on the pier, subject to the 
collector's approval, that they are bona 
fide residents of a foreign country. 

Household effects of persons or fam- 
ilies from foreign countries will be ad- 
mitted free of duty if actually used 
abroad by them not less than one year 
and not intended for any other person 
nor for sale. 

Articles intended for other persons, 
for use in business, and household ef- 
fects, must be so declared. 

All cigars and cigarettes must be de- 
clared, and are not included within the 
one hundred dollars exemption. Each 
passenger, over eighteen years of age, is 
entitled to bring in, free of duty and 
internal-revenue tax, either 50 cigars or 
300 cigarettes, for his or her [ !] bona 
fide individual personal consumption. 

The senior member of a family, if a 
passenger, may make declaration for the 
entire family. 

Ladies traveling alone should state 
the fact in their declarations and entries 
in order that an expeditious examina- 
tion of their baggage may be made. 

The exact number of pieces of bag- 






SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



289 



gage, including all trunks, valises, boxes, 
packages, and hand bags of all descrip- 
tion accompanying the passenger, must 
be stated in the declaration. 

Whenever practicable, passengers 
should present the original receipted 
bills of foreign purchases. 

Passengers dissatisfied with values 
placed upon dutiable articles by the 
customs officers on the piers may de- 
mand a re-examination, but application 
therefor should be immediately made to 
the officers there in charge. If for any 
reason this course is impracticable, the 
packages containing the articles should 
be left in customs custody and appli- 
cation for reappraisement made to the 
Collector of Customs, in writing, within 
two days after the original appraise- 
ment. No request for reappraisement 
can be entertained after the articles 
have been removed from customs cus- 
tody. 

Upon application to the customs of- 
ficer in charge on the pier, baggage in- 
tended for delivery at ports in the Uni- 
ted States other than the port of ar- 
rival, or in transit through the United 
States to a foreign country, may be for- 
warded thereto without the assessment 
of duty at the port of arrival, by the 
various railroads and express compa- 
nies, whose representative^ will be found 
on the pier. Passengers desiring to 
have their baggage forwarded in bond 
should indicate such intention and state 
the value thereof in their declarations, 
before any examination of the baggage 
has been made. 

Government officers are forbidden by 
law to accept anything but currency in 
payment of duties, but, if requested, will 
retain baggage on the piers for twenty- 
four hours to enable the owner to se- 
cure the currency. 

Passengers are advised that to offev 
or give gratuities or bribes to customs 
officers is a violation of law, and cus- 
toms officers who accept gratuities or 
bribes will be dismissed from the ser- 
vice, and all parties guilty of such of- 
fense are liable to criminal prosecution. 

Any discourtesy or incivility on the 
part of customs officers should be re- 
ported to the collector at the Custom- 
house, the deputy collector or the depu- 
ty surveyor at the pier, or to the Secre- 
tary of the Treasury. 

An act of Congress of 1897 expressly 
forbids the importation into the United 
States of garments made in whole or in 
part of the skins of seals taken in the 
waters of the North Pacific ocean, and 
unless the owner is able to establish 
by competent evidence and to the satis- 
faction of the collector that the gar- 
ments are not prohibited they can not 
be entered. 

In order to secure prompt identifica- 
tion and thereby facilitate the passage 
through the Customs upon return of val- 
uable personal and household effects, 
taken abroad by persons leaving the 
United States, the articles may be reg- 
istered with the collector at the port of 



departure or the port at which the jour- 
ney commences. Under Sections 2802 
and 3802 of the Revised Statutes of the 
United States, articles obtained abroad 
not declared are subject to seizure, and 
the passenger liable to criminal prosecu- 
tion. 

The following is a portion of the text 
of a later circular, dated February 4, 
1910 : 

Paragraph 709, appearing in the free 
list of the present tariff act, govern- 
ing passengers' baggage, is as follows : 

709. Wearing apparel, articles of per- 
sonal adornment, toilet articles, and 
similar personal effects of persons ar- 
riving in the United States ; but this 
exemption shall only include such ar- 
ticles as actually accompany and are 
in the use of, and as are necessary and 
appropriate for the wear and use of 
such persons, for the immediate pur- 
poses of the journey and present com- 
fort and convenience, and shall not be 
held to apply to merchandise or ar- 
ticles intended for other persons or 
for sale : Provided, That in case of 
residents of the United States return- 
ing from abroad, all wearing apparel 
and other personal effects taken by them 
out of the United States to foreign 
countries shall be admitted free of duty, 
without regard to their value, upon 
their identity being established, under 
appropriate rules and regulations to be 
prescribed oy the Secretary of the Treas- 
ury, but no more than one hundred 
dollars in value of articles purchased 
abroad by such residents of the United 
States shall be admitted free of duty 
upon their return. 



It will interest the thousands of Americans 
who make their headquarters in the neighbor- 
hood of the Place de FOpera to learn that the 
rumor that the Grand Hotel was to be no 
more is without foundation. The block it 
occupies is held to be one of the finest in the 
entire city, and fabulous offers have been 
made for it with a view of turning the build- 
ing into an immense shop, but the proprietors 
have announced that they have no intention 
of parting with the famous hostelry. 



Thousands of Americans who go to Europe 
in the summer make a visit to some cure 
resort. Carlsbad has its thousands of Amer- 
ican votaries, and hundreds of others go to 
Marienbad, just eighteen miles away, where 
the King of England takes the waters every 
year, and still others go to Nauheim, Germany, 
especially if they have some cardiac trouble. 
Bad Kissingeni, which has been famous as a 
cure place since the sixteenth century, is 
drawing more and more Americans each year. 



The " Rothesand " Lighthouse is situated on 
the boundary line between the Weser and 
the North Sea. It was erected in 1883- 
1885 at a cost of over £40 000 (excluding the 
lighting apparatus). The work of sinking 
and building is a masterpiece of engineering 
craft. 



290 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Cat. No. 936 

FORM FOR RESIDENTS OF THE UNITED STATES. 



BAGGAGE DECLARATION AND ENTRY. 



Port of 

I .declare that I am a resident of , 

State of United States of America, and have with me, 

belonging to myself and : accompanying me, the following: 

(State whether wife, child, maid, etc.) 



TRUNKS 


BAGS OR VALISES 


OTHER PACKAGES 


TOTAL NO. OF PIECES 











That all of the articles in said baggage or on my person or the persons of those accompanying 
me which have been obtained abroad, together with the cost price of each item purchased, or 
the actual market value if obtained by gift or otherwise than by purchase, are fully set forth 
and described in the following entry; and that no article contained in said baggage or on my 
person or the persons of those accompanying me is intended directly or indirectly for sale, 
except as noted in said entry: 

ENTRY OF ARTICLES OBTAINED ABROAD. 



Description of Articles 
(To be filled in by passenger) 


Foreign Cost 

or Value 
(To be filled in 
by passenger) 


(The spaces below are for the use of 
Customs Officers only) 




















































. 

















































Declared to before me this day of 

19 



Passenger. 



Acting Deputy Surveyor. 



INSPECTOR'S RETURN TO COLLECTOR 
I certify that I have examined the above .pieces of baggage and found 



(State" Entry correct" or" Excess as noted.") 
Duties paid me as above. 



Inspector. 



Value as noted: 



Appraiser' 8 Examiner. 



Colhctor's Clerk. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



291 




NEW YORK HARBOR 



ARRIVAL AT NEW YORK 



On reaching New York the stewards 
will paste a letter corresponding to 
the first letter of the passenger's name 
on all baggage, so that when all the 
baggage is ashore it is classified ac- 
cording to letters. Passengers should 
see that all of their pieces of baggage 
are collected together at one place, and 



that the number tallies with the num- 
ber of pieces noted in the declaration. 

COURTESIES OF THE PORT 

Courtesies of the port, so-called, are 
practically a thing of the past, and 
there is no surer way to have the bag- 



292 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



gage searched rigorously than to ob- 
tain the good offices of some one in 
the Customs service. There are, how- 
ever, certain high officials, such as 
Ambassadors, Ministers, Consul Gen- 
erals, etc., together with certain offi- 
cers of our. own government, who re- 
ceive free entry of baggage without 
examination, not only for themselves 
and their families, but also their 
suites. Customs authorities are also 
willing to extend all possible courte- 
sies in the case of illness or sudden 
disaster. The baggage is landed and 
examined at once. Where special fa- 
cilities of this kind are needed, the 
Collector should be consulted as to the 
proper method of procedure. 

It is expressly forbidden to import 
into the United States garments made 
in whole or in part of the skins of 
seals taken in waters of the North 
Pacific, and unless the owner can 
prove to the satisfaction of the col- 
lector that the garments are not pro- 
hibited, they cannot be entered. We 
have already referred to the registra- 
tion of garments which are taken 
abroad. 

The pilot is taken on from the pilot 
boat which cruises up and down at 
the entrance to the Ambrose Channel, 
as most large vessels use this splendid 
channel to-day. On reaching the 
bridge the pilot takes control of the 
movements of the steamer. The ar- 
rival of the steamer in home waters 
has been reported from Fire Island, 
and word will be sent to those who 
have arranged with the telegraph com- 
panies for this service ; $1.00 for New 
York and vicinity. This matter is re- 
ferred to under "Telegraph and Ca- 
bles." Those who wish to notify their 
friends by wireless can of course do so 
with the assurance of immediate de- 
livery for $1.50. Quarantine is situ- 
ated' at the point opposite the resi- 
dence and dock of the boarding officer, 
who represents the State of New York 
as its health officer. There is usually 
little sickness on board (except pos- 
sibly in the steerage), which might 
cause the boat to be detained. \ If the 
doctor clears the ship she can proceed 
to her pier. When several vessels ar- 
rive at the same time there is often 
more or less delay. Revenue officers 
also come aboard at Quarantine and 
land with the passengers. Declara- 
tions like the blank submitted a few 
pages back, are given to the passengers 
to fill out by the stewards ; these are 
collected by the revenue officers. On 
landing be sure that your baggage is 



together and that the number of pieces 
correspond with the number of pieces 
mentioned on the declaration. Have 
all the trunks, etc., unlocked when the 
examining officer is assigned you. An- 
swer all of his questions courteously, 
remembering that he is the representa- 
tive of the Treasury Department, and 
tnat it is his duty to make a search- 
ing examination if he deems it neces- 
sary. As a matter of fact, if the 
amount of purchases do not exceed the 
amount permitted by law, and there 
have been no misstatements made in 
the declaration, the business is much 
expedited, and many travelers make 
voyage after voyage without experi- 
encing the least discomfiture. Occa- 
sionally, however, the inspector's sus- 
picions will be aroused and he will 
make a very searching examination, 




THE ARRIVAL OF THE PILOT AT NEW 
YORK. — Coming over the rail. 

which may even extend to the person. 
It is most trying to have all one's 
clothing, especially soiled linen, 
emptied out on the dock, but the reve- 
nue must be protected. Discipline 
among the baggage inspectors has 
recently been raised to a high degree. 
It is against the law to offer inspectors 
money for the performance of their 
duty, or rather the non-performancp 
of it, and the passenger will save him- 
self trouble by omitting to give the 
inspector anything. If the inspector 
is caught he is summarily discharged 
for the good of the service. There was 
a time, some twenty or twenty-five 
years ago, when this evil was very 
pronounced, but at the present time it 
is highly dangerous. As soon as the 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



293 



GRAND CENTRAL, 



HOLLAND-AMERICA 
NORTH GERMAN LLOYD' 
HAMBURG AMERICAN 1 



LACKAWANNA. 



R.R. 




HOBOKEN 



JERSEY 
CITY 



PENNSYLVANIA 
R.R. 

LEH IG H VALXBY 

n.R. 



BOROUGH HALL 



HUDSON TUBE ROUTE 



HIGHEST DAY'S RUN OF VESSELS 20 KNOTS AND BETTER 



Speed 

Mauretania" 26 knots 

Lusitania" 26 

Deutschland" 20 J^ 

Kronprinzessen Cecilie" 20 K 

Kaiser Wilhelm II." 23 M 

Kronprinz Wilhelm" 20 ^2 

HIGHEST SPEED 



"Mauretania" 

" Lusitania" 

'" Deutschland" 

" Kronprinzessen Cecilie" 

|| Kaiser Wilhelm II." 

" Kronprinz Wilhelm " 

Figures verified and corrected by Capt. A. 
Associated Press. 



Eastward 


Westward 


610 


sea miles 


673 sea miles 


596 


n i\ 


666 " 


557 


it K 


601 " 


560 


it 11 


600 " 


564 


1 1 " 


596 " 


552 




582 " 


East 25.89 


West 56.00 




' 25.17 


" 25. 88 




' 20.51 


" 20.15 




' 20.40 


" 20.25 




' 20.71 


" 20.12 




' 20.33 


" 20.09 



W. Lewis, Chief of the Ship News Service of the 



294 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



necessary Customs stamps have been 
affixed to each piece of baggage, the 
visitor can proceed to the gate, where 
sometimes a final examination is given 
if there are suspicious circumstances. 
Usually only the carriages from one 
livery stable are allowed on the pier, 
although other vehicles may await the 
passenger outside. The charges are 
fixed and generally high. Passengers 
who land in Hoboken can walk from 
any of the three docks to the Lacka- 
wanna Ferry, or they can take the 
tunnel either to Twenty-third Street, 
New York, or by way of Jersey City, 
stops being made at the Erie and the 
Pennsylvania Railroad stations. The 
southern terminal of the tunnel is at 
Church and Fulton Streets, only one 
block west of the Subway. Remember 
the western stairs lead only to down- 
town platforms ; cross the street for 
uptown trains. All trains are express 
trains which run uptown past Fulton 
Street station. Going north, the sta- 
tions are : Brooklyn Bridge, 14th 
Street, 42d Street (the Grand Central 
— and Hudson River Railroad, the 
Harlem Railroad, and the New York, 
New Haven and Hartford Railroad ) , 
72d Street, and 96th Street. The road 
bifurcates at this point, one branch, 
Broadway, red light or lights, running 
up on the west side as far as Van 
Cortlandt Park, while on the other 
branch, green light or lights, which is 
called the Lenox Avenue division, it 
runs to the eastward and up into the 
Bronx. Those who wish to go to 
Brooklyn can take the express trains 
at Fulton Street, going south or 
"downtown" to Brooklyn. Those who 
wish to go to Staten Island can 
change at Bowling Green to a South 
Ferry subway train, if no South Ferry 
express is available. Maps will be 
found in every subway station which 
will show all the stations and the 
principal objects of interest. Those 
who are desirous of proceeding up- 
town by the elevated roads can leave 
the western entrance of the terminal 
building and take the Sixth or Ninth 
Avenue Elevated at Cortlandt Street. 
They can be transferred to the Second 
or Third Avenue Elevated by taking a 
south-bound train to South Ferry and 
transferring. Those who arrive at 
piers in New York on the Hudson 
River have the option of taking a 
number of different forms of convey- 
ance. If the hand baggage is light, 
no carriage need be taken at all. Sur- 
face cars can be reached by a walk of 
one or two blocks, also the Ninth 



Avenue Elevated, and the stations of 
the Hudson and Manhattan railroad 
system (Jersey tunnels) can be 
reached from piers near Christopher 
Street ; the Christopher Street station 
is about two or three minutes' walk 
from the river. The subway proper 
cannot be reached without taking a 
cross-town car. Those who arrive at 
piers near 14th Street can take the 
14th Street cross-town line, which 
crosses all north and south roads, in- 
cluding the subway at Fourth Avenue ; 
this is an express station, from which 
fast trains may be taken to points 
north or south. Those who wish can 
obtain taxicabs at the piers, and they 
will have the satisfaction of knowing 
that they are only paying the legal 
fare which is shown on the indicator. 
Strangers, especially those who are 
fresh from Europe, should remember 
that cab fares in New York are very 
high, so high, in fact, that many, na- 
tive New Yorkers eschew them en- 
tirely. The legal rate of fare which 
must be carried by every licensed 
hackman is as follows : For each mile 
or any part thereof, 50 cents ; for 
every additional half mile or part 
thereof, 25 cents ; for any stop over 
five minutes in the trip, fifteen min- 
utes or fraction thereof, 25 cents ; 
coaches, for one mile or any part 
thereof, $1.00 ; for each additional half 
mile, or part thereof, 50 cents ; for 
any stop over five minutes, stops of 
fifteen minutes or fraction thereof, 40 
cents. There are hourly rates which 
only apply to shopping or calling, the 
rate is then $1.00 an hour for a cab, 
or 50 cents for each additional half 
hour ; coaches, $1.50 an hour and 75 
cents for each additional half hour. 
The taxicab service is as follows : For 
each taxicab for two people, 30 cents 
for each half mile ; for each additional 
quarter mile or any part thereof, 10 
cents ; for waiting time at the rate of 
$1.00 an hour ; for taxicabs intended 
to seat four persons inside, 40 cents 
for the first half mile and 10 cents 
for each additional quarter mile ; for 
waiting time, $1.50 an hour. For 
each piece of baggage other than hand 
bags or dress suit cases, 25 cents per 
piece. In this connection, by taxicab 
is meant a motor cab having a taxi- 
meter. 

If you are abroad at a time near one of our 
national holidays, as July 4th, always call 
at the Embassy or Consulate; frequently 
dinners and receptions are arranged for, to 
which you can readily be invited. 



RAILWAYS 



RAILWAY TICKETS 

Railway tickets should be purchased 
as soon as possible after the ticket 
windows are open, which is often only 
a few minutes before the departure of 
the train. In England the ticket office 
is termed the "booking office" and the 
ticket seller the "booking agent." The 
word "single" is used for a trip one 
way and "double" for what we would 
term a round or re f jrn ticket. Thus 
you will ask for "two single firsts," 
meaning two first-class tickets in one 
direction or "one double third," mean- 
ing one third-class round trip ticket. 
In France the ticket window is termed 
the "guichet" and the ticket is called 
a "billet," and the class should be 
specified as in England. When a 
round-trip ticket is required, ask for a 
ticket "aller et retour." * If you are 
not familiar with the French language 
make the conversation at the ticket 
window as brief as possiole to prevent 
confusion. In another section of this 
book will be found all that is necessary 
in the way of travel talk. 

LOST TICKETS 

Where railway tickets are lost on 
the Continent fare is again exacted, 
but a receipt will be given and the 
money will be refunded if the ticket 
should be found. There is little chance 
of being cheated in purchasing a rail- 
way ticket, as the price is usually 
printed on it, but travelers should be 
very careful in seeing that they obtain 
the right change. In traveling in Eng- 
land, especially on the first class, it is 
not customary for the English people 
to hold very much conversation with 
their neighbors, but they are nearly 
always civil. They will ask you if 
you have seen the paper, or if you 
wish more ventilation, or similar ques- 
tions. Occasionally, however, you will 
meet persons who maintain a stony si- 
lence throughout even a trip of hours. 

LOST PROPERTY 

If any of your belongings are left in 
the railway compartment, notify the 
lost property office of the railway. The 
ticket sellers or bureau of information 



will be glad to give you the necessary 
particulars. 

CLOAK ROOMS 

Cloak rooms, or parcel rooms, as 
we might call them, will be found in 
every railway station in Europe. They 
are a great convenience, and in Eng- 
land baggage can be forwarded in their 
care. The charge in England is usu- 
ally about one penny a day for the 
first two days and three pence a day 
for each succeeding day for small ar- 
ticles. A slightly increased charge for 
heavier pieces is made the first 48 
hours. With the convenience of the 
cloak room it is rarely necessary to 
have a trunk sent to hotels except 
where a stay of several days is to be 
made, as the trunks can be packed and 
repacked in the cloak room. A small 
fee should be given to the attendant 
under these circumstances, but this 
need not exceed three pence. 

ADMISSION TO STATIONS 

On many stations abroad passengers 
are not allowed to go on the platform 
until the train is ready. Sometimes, 
however, special tickets can be bought 
to give access to the platform. 

CARE OF PASSENGERS 

Great care is taken in Europe to 
avoid passengers getting on the wrong 
trains. Guards are very apt to in- 
spect all tickets before the train leaves 
the station. Names of the stations are 
called by the guards in every compart- 
ment, and the signs on the railroad 
stations are very prominent. Tickets 
are usually collected before the ar- 
rival at important stations like Paris, 
but sometimes tickets are collected at 
the exit. 

RAILWAY FARES 

The annexed tables of fares are only 
approximate. It is impossible for a 
guide which is not revised at very 
short intervals to indicate cost of 
transportation except in a very gen- 
eral way. As a matter of fact, how- 
ever, railroad rates do not vary great- 
ly from time to time, so that neither 
the editor nor publisher can be. held 
responsible for any errors or uninten- 
tional mistakes. 



295 



296 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



APPROXIMATE RATES AND TIME 





From Hamburg 




From Paris 




To 




+3 rti 

£o 


C to 
O o3 

So 

32 


T3 03 

a J 

HO 


a 


+» to 

co to 

.5 <& 

i^o 


02 

O 03 

So 

QQ 


T3 CO 

H° 




hrs. 

9 

9 
10 
13 
15 
17 
15 

34 
19* 
10 
10 
19 

3* 

2 

9 
12 
21 
16 
15 
14 

64 

9 
34 

9 

8 
10 
14* 

84 

64 

7 
12 

7 
13 

114 

10 
6 
38 
10 
12 

144 

9 
23 
27 
104 

9 
22 
12 

7 

34 

21 

114 
12 
12 
18 

214 

30 

2 

13 

1 13 
f 13 
I 22 


$ 

10.00 

9,50 

13.75 

14.20 

14.50 

17.60 

13.00 

6.00 

20.00 

10.75 

10.00 

19.60 

4.50 

2.55 

12.55 

13.75 

25.50 

18.55 

14.35 

13.70 

7.45 

9.15 

21.00 

12.45 

9.20 

7.25 

15.55 

11.30 

9.50 

8.40 

8.65 

9.00 

10.75 

12.45 

8.70 

8.40 

34.50 

10.75 

11.30 

16.55 

10.10 

23.60 

31.45 

8.80 

9.30 

12.85 

10.75 

7.10 

4*. 15 
25.00 
13.00 
11.25 
11.10 
20.65 
21.45 
3S.75 

2.65 
11.00 
18.05 
13.00 
22.90 


% 

6.40 
6.60 

10.00 
9.00 
9.10 

11.10 
8.05 
4.00 

12.70 
6.80 
6.20 

13.00 
3.00 
1.55 
7.90 
8.70 

17.60 

12.10 
8.95 
8.60 
4.60 
5.75 

14.40 
7.85 
5.75 
5.80 
9.65 
7.10 
6.00 
5.30 
5.50 
5.70 
6.80 
7.85 
5.60 
5.30 

22.75 
6.80 
7.20 

10.65 
6.35 

15.95 

20.50 
5.65 
5.80 
9.10 
7.75 
4.55 

2.60 

16.45 

8.15 

7.00 

7.00 

12.80 

13 . 80 

25.70 

1.80 

7.00 

10.95 

7.80 

14.55 


$ 
4.10 
4.50 
7.80 
6.00 
7.00 
7.30 
6.00 
2.50 
8.10 
4.50 
4.10 

2.00 
1.00 
5.15 
6.00 

10.65 
9.50 
5.50 
6.50 
3.50 
3.80 
9.15 
5.75 
3.80 
3.60 
6.80 
4.65 
4.00 
4.15 
3.75 
4.40 
4.65 
5.75 
3.80 
4.15 

15.00 
4.60 
4.85 
7.25 
4.55 

11.00 

13.80 
3.90 
4.10 
5.85 
5.40 
3.20 

1.95 
11,10 
5.50 
4.85 
4.75 
8.50 
9.30 

1.35 
4.55 
7.35 
5.25 
9.80 


hrs. 

94 
11 

8 
29 
104 

9 
21 
18 
13 
26 

9 

34 
23 
17 
23 

5 
28 

44 

26 

12 

174 

20 « 

51 

13 
9 

27 

25 

13 

25 
84 

18 

10 

25 

12 

174 

114 

284 

144 

184 

12 

154 

12 

22 

22 

19 

40 

11 

21 

17 

14 
4 

16 
I 19 
1 15 
1 20 
1 15 
1 13 

20 

20 

27* 

11 

11 


$ 

9.10 
11.45 

8.00 
22.50 
13.00 
12.15 
21.50 
22.55 
14.50 
26.60 
11.40 

5.85 
17.75 
17.40 
30.00 

7.05 
37.35 

7.00 
24.15 
13.55 
19.25 
26.10 
40.80 
13.50 
10.65 
27.25 
32.15 
16.00 
24.45 
11.50 
19.70 
11.60 
23.50 
13.90 
21.00 
12.35 
29.45 
15.60 
22.85 
12.90 
14.95 
13.35 
23.00 
22.90 
20.35 
32.70 
10.60 
21.50 
19.70 
17.70 

5.15 
14.10 
23.15 
15.45 
21.80 
14.35 
18.90 
21.55 
19.25 
34.75 
13.40 
12.05 


6.30 

8.15 

5.55 

14.45 

8.55 

8.10 

14.00 

14.50 

9.75 

17.15 

7.65 

4.00 

11.45 

11.45 

19.25 

5.00 

23.85 

4.70 

15.55 

9.00 

12.55 

16.75 

27.35 

9.00 

7.20 

18.80 

20.35 

10.35 

15.65 

7.75 

12.70 

7.85 

15.10 

9.25 

13.75 

8.30 

20.25 

10.50 

14.70 

8.75 

10.00 

9.10 

15.75 

14.75 

13 . 10 

22.10 

7.45 

14.05 

13.20 

12.00 

3.50 

9.50 

14.90 

10.25 

14.55 

9.85 

12.75 

14.00 

12.35 

21.90 

9.00 

8.20 


$ 
4.15 








4.50 




9.45 




6.00 




6.25 




11.50 




9.50 




7.10 




13.50 




5.15 








8.35 




7.55 




15.00 




3.50 




18.50 




3.75 




12.00 




6.00 
9.75" 




12.25 




17.65 




7.25 




4.75 




12.10 
14.00 








10.25 




5.20 




9.75 


Elberfeld 


5.15 


Elster Bad 






7.40 


Erfurt. . . 






5.45 






Frankfort a/M 


6.95 






Freiburg i/B 


4.65 
6.80 














Gotha 




Gothenburg 


14.35 


Haag 




Halle 


9 25 


Hanover 

Havre 

Heidelberg 


8.65 
7.95 
2.60 
6 10 


Hof 




Homburg v-d-H 




Innsbruck 




Interlaken 




Jrun 




Kiel 


9 00 


Konigsberg i/P. 

Kreuznach 

Lausanne 


14.35 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



297 



APPROXIMATE RATES AND TIME {Continued) 



To 



Leipzig 

London via H. V. Hoi. . 
London v. Vlissingen. . . 

London via Calais 

Lucerne 

Lubeck 

Lyon 

Madrid 

Magdeburg 

Mannheim 

Marienbad 

Marseilles. . 

Mayence 

Meran. 

Metz. 

Milan 

Munich 

Nauheim 

Naples 

Nice 

Nuremberg 

Ostende 

Paris 

Posen 

Prague 

Rome 

Rotterdam 

Salzburg 

Schaffhausen 

Stettin. . 

Stockholm 

St. Petersburg 

Strassburg i/E 

Stuttgart 

Trier 

Trieste 

Turin via Geneva 

Venice via Munich 



From Hamburg 



From Paris 



Vienna via Berlin. 

Warsaw 

Weimar , 

Wiesbaden 

Wildbad 

Zurich , 



17 
15 
10 
10 
13 
21 



co co 



"2 w 
B m 
O c3 

CO 



73 CO 


Oi 






■~ 03 


a 


ho 


H 



7.65 
18.40 
18.40 
25.20 
19.70 

1.80 
27.15 
54.10 

5.40 
12.60 
12.50 
35.00 
11.45 
25.80 
14.75 
24.00 
"17.45 
10.45 
41.20 
38.95 
13.35 
15.80 
19.70 
10.50 
15.00 
40.85 
10.50 
20.10 
18.60 

7.65 
17.10 
38.30 
15.30 
14.85 
14.70 
34.55 
30.65 
30.55 
27.55 
20.95 
21.35 

8.60 
11.55 
14.60 
19.50 



4.90 

12.60 

12.60 

17.20 

12.55 

1.35 

17.70 

37.00 

3.60 

7.75 

7.80 

23.00 

7.20 

16.80 

9.30 

15.95 

10.60 

6.60 

27.25 

25.45 

8.20 

10.45 

13.20 

6.65 

9.80 

26.95 

7.45 

12.20 

11.65 

4.90 

11.80 

26.15 

9.70 

9.30 

9.35 

23.75 

20.10 

20.10 

18.00 

13.50 

14.45 

5.45 

7.30 

9.20 

12.35 



3.40 



8.35 
1.00 



2.50 
5.55 
5.20 

' 4 '. 70 

11.10 

6.20 

Y.io 

4.50 

16^95 
5.55 

' 8 '. 65 
4.50 
6.10 

'4!95 
7.95 
8.25 
3.75 



6.30 

6.25 

6.90 

14.55 



7.80 
9.40 
3.65 
4.75 

'8^25 



hrs. 

20 

18 



15 
19 

8 
26 
20i 
17± 
33 
12 
14 
25 

9i 
17 
19 
15* 
36 
16 
19 
11 

22' 

27 

31 

9 
27 
11 
21 
30 
53 

9 
14 
II 
34 
16 
25 
23 i 
31 
29 
20 
13 
13 
15 



+= to 

CO CO 



21.95 
17.80 

i4'.60 
14.35 
21.25 
11.80 
34.25 
19.85 
15.10 
23.45 
19.70 
14.50 
25.50 

9.05 
21.75 
20.55 
16.10 
40.65 
24.85 
19.20 

9.45 

27^95 
30.85 
34.75 
10.10 
23.65 
14.10 
25.20 
36.95 
54.90 
11.35 
15.50 
11.20 
34.70 
18.60 
28.75 
25.70 
31.60 
38.00 
21.45 
16.15 
15.90 
14.05 



"2 m 

B co 
O c3 

So 
m 



14.30 
11.95 

i6!30 

9.80 
13.45 

8.00 
24.00 
13.30 

9.90 
15.05 
13.30 

9.60 
17.35 

6.15 
14.85 
13.60 
10.50 
28.10 
16.80 
12.55 

6.60 

i?\75 
20.10 
23.95 

7.10 
15.20 

9.30 
16.15 
24.80 
36.85 

7.55 
10.15 

7.55 
23.70 
12.65 
19.75 
17.60 
20.10 
25.20 
13.80 
10.55 

9.65 

9.35 






9.40 



8.70 



6.20 



9.00 



8.15 



11.65 



7.15 
10.60 



(direct) 

> v. Basel 

v. Munich 
16.45 



v. Frankft. 



Second class rail travel is usually good, but third class is very fair in Germany, Belgium, 
etc. Always take first class in Italy and Spain. 



CIRCULAR TICKETS 

It is possible to get a circular tour 
ticket which will take the traveler 
from London to Belgium, Holland, 
Switzerland, France and Italy, and 
the number of combinations which can 
be made is almost endless, as will 
be seen by the circular tour itineraries 



which are published elsewhere. Even 
if a portion of the tour has to be 
abandoned, the saving will be very ma- 
terial. .Consult a tourist agency or 
any of the big concerns who make a 
specialty of selling railway tickets, 
like the American Express Company, 
the International Sleeping Car Co., 
steamship companies, etc. 



298 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



TIME BY EXPRESS TRAIN FROM BREMEN TO THE FOLLOWING 

PRINCIPAL POINTS 



City. 



Aix-la-Chapelle (Aachen) 

Amsterdam 

Augsburg 

Baden-Baden 

Barmen 

Bale 

Bayreuth 

Berchtesgaden 

Berlin 



Berlin 

Berlin 

Berne 

Bonn 

Braunschweig. 

Breslau 

Budapest 

Carlsbad 

Carlsruhe 

Cassel 

Chemnitz 

Christiania. . . . 

Coblenz 

Cologne 

Copenhagen . . . 

Crefeld 

Danzig. ...'... 
Dortmund .... 

Dresden 

Duesseldorf . . . 

Egar 

Eisenach 

Elberfeld 

Ems 

Frankfurt. . . . 

Freiburg 

Gastein 

Geneva 

Gothenburg . . . 
Hague, The. . . 

Halle 

Hamburg 

Hannover. . . . 

Harzburg 

Heidelberg. . . . 
Hildesheim. . . 

Homburg 

Innsbruck .... 
Interlaken .... 

Jena 

Kissingen 

Koenigsberg. . 

Lausanne 

Leipzig 

Luzern 

Luebeck 

Lugano 

Madgeburg. . . 

Mainz 

Mannheim 

Marienbad 

Meran 

Moscow* 



Via 



Cologne 

Osnabrueck-Salzbergen . . 

Wuerzburg-Munich 

Hannover-Frankfurt 

Muenster-Hamm 

Cologne 

Leipzig-Hof 

Wuerzburg-Munich 

Uelzen 

Uelzen (during Summer) 

Hannover 

Cologne-Bale 

Cologne 

Hannover 

Berlin 

Berlin 

Leipzig-Eger 

Hannover-Frankfurt. . . 

Hannover 

Leipzig 

Kiel-Kopenhagen 

Cologne 

Osnabrueck-Muenster.. . . 

Kiel-Kopenhagen 

Duisburg 

Berlin 

Muenster 

Hannover 

Muenster 

Leipzig 

Hannover-Bebra 

Muenster-Hamm 

Cologne-Niederlahnstein . 

Hannover 

Frankfurt 

Munich-Salzburg 

Cologne-B ale-Solo thurn. . 

Kiel-Kopenhagen 

Salzburgen 

Uelzen 



Hrs. 



Hannover-Hildesheim 

Hannover-Frankfurt 

Hannover 

Hannover-Friedberg 

Wuerzburg-Munich 

Cologne-Bale 

Halle 

Hannover-Bebra-Eisenach 

Berlin 

Cologne-Bale 

Hannover-Hildesheim 

Cologne-Bale 

Harmburg 

Cologne-Bale 

Uelzen 

Hannover-Frankfurt 

Hannover- Frankfurt 

Leipzig-Eger 

Leipzig-Munich 

Berlin — St. Petersburg, Nord Express. 



7 

5 

16 

10 

4 

14 

14 

22 

6 

5 

5 

17 

6 

3 

12 

27 

12 

9 

5 

9 

34 

7 

5 

13 

5 

17 

4 

10 

5 

14 

7 

4 

9 

7 

15 

29 

20 

22 

6 

5 

1 

1 

5 

11 

3 

8 

21 

16 

9 

9 

18 

19 

7 

16 
3 
20 
5 
10 
11 
17 
28 
54 



* By Nord Express, Thursdays and Sundays, from Berlin. The route via St. Petersburg 
is preferable to the direct route to Moscow, on account of the fast and excellent train service 
via St. Petersburg. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



299 



TIME BY EXPRESS TRAIN FROM BREMEN TO THE FOLLOWING 
PRINCIPAL POINTS.— Continued. 



City. 



Via 



Hrs. Min. 



Munich 

Nauheim .... 
Nuremberg. . . 
Oldenburg ... . 
Osnabrueck. . . 

Prague 

Regensburg. . 

Salzburg 

Schwalbach . . . 

St. Petersburg. 

Stettin 

Stockholm 

Strassburg 

Stuttgart 

Teplitz 

Trieste 

Vienna 

Warsaw 

Weimar 

Wiesbaden .... 
Wuerzburg. . . . 
Zurich 



Wuerzburg . 
j Hannover. . 
j Wuerzburg. 



Leipzig-Bodenbach 

Leipzig-Eger 

Wuerzburg-Munich 

Frankfurt- Wiesbaden 

Berlin-St. Petersburg, Nord Express Thursdays 

and Sundays from Berlin 

Berlin 

Kiel-Kopenhagen-Malmo 

Cologne 

Frankfurt-Heidelberg 

Leipzig-Bodenbach 

Vienna, with 12 hours' stop 

Leipzig-Telschen 

Berlin-Alexandrowo ; . . . . 

Hannover-Nordhausen 

Frankfurt 

Hannover-Elm 

Cologne-Bale 



13 


28 


7 


00 


12 


18 





54 


1 


39 


15 


5 


15 


58 


20 


37 


13 


25 


39 


50 


10 


40 


22 


46 


11 


28 


10 


28 


13 


15 


45 


5 


21 


27 


22 


12 


8 


19 


8 


28 


9 


24 


16 


44 



RAIL CONNECTIONS FROM GENOA. 



To Bellagio. . . 

Bologna. . 

Cannes . . . 

Como 

Florence . . 

Leghorn . . 

London. . . 

Lucerne. . 

Marseilles. 

Men tone . . 
" Milan 



6 hours. 

8V " 

8" " 

41 

6 " 

4 
28 " 
11 
13 " 

5h " 

3 



To Monte Carlo in 6 hours. 

" Naples " 18 

" Nice " 6V 

" Paris. " 27" 

" Pisa " 4 

" Rome " 10 V 

" Trieste " 15* 

" Turin " 3^ 

Venice " 9£ 

' ' Verona " 7 

" Zurich " 12 



CHILDREN'S TICKETS 

General local regulations of princi- 
pal countries : Austria, under 2 years, 
free; 2 to 10 years (under), half 
price. Belgium, under 3 years, free ; 

3 to 8 years (under), half price. 
France, under 3 years, free ; 3 to 7 
years, half price. Germany, under 4 
years, free ; 4 to 10 years, half price. 
Great Britain, under 3 years, free ; 3 
to 12 years, half price. Holland, un- 
der 4 years, free ; 4 to 10 years, half 
price. Italy, under 3 years, free ; 3 to 
7 years, half price. Switzerland, under 

4 years, free; 4 to 12 years (under), 
half price. Proportionately less free 
luggage allowed to children. 

CHILDREN'S THROUGH BOOK- 
INGS FROM LONDON 

Single and return tickets are is- 
sued to children over 3 and under 12 



to Boulogne or Calais, under 7 to Bale 
(via Laon), and to Brussels via 
Calais, and to Paris, Geneva and Mar- 
seilles, under 8 to Brussels via Ostend, 
over 4 and under 12 to Flushing. Chil- 
dren over 4 and under 10 can be booked 
from London to any destination in 
Belgium, Germany, and via Germany, 
via Calais, Ostend, or Flushing, except 
to Russian stations. 

The following rules apply to towns 
for which through children's tickets 
are not issued : 

To London and Belgium (via 
Dover), to London and Germany (via 
Dover), to London and France, to 
London and Italy : Children above 3 
and under 7 years of age will be 
charged full fares, except where one 
ticket is taken for two children travel- 
ing together. To Belgium, via Ostend, 
two children under 8 years of age can 
travel together with one adult ticket. 



PART II 



RAILROADS BY COUNTRIES. 



PORTERS' FEES 

In this country the ordinary fee to 
a porter who looks after baggage at 
railroad stations is twenty-five cents, 
but abroad the fee of a quarter as 
much would be ample. A fee of three 
pence in England is sufficient, except 
where there is a very large amount of 
baggage, and in France a fee of twen- 
ty-five centimes, or five cents, is usu- 
ally sufficient. 

RAILROADS IN BELGIUM 

The railroads in Belgium are rather 
better than those in France. Tourist 
tickets are issued, available for fifteen 
days on Belgium state railroads and 
including the return passes between 
Dover and Ostend, for £3 3s. first 
class, £2 4s. second class. Children 
under three pay no railroad fare in 
Belgium and half price from three to 
eight years. The spring and the 
autumn are the most agreeable times 
for a trip in Belgium. 

Tickets in Belgium are issued for 
tourist travel the same as in Switzer- 
land and some other countries. Thus 
a ticket is issued for 30 francs 75 
centimes, about $G.15, first class, 
which is good all over Belgium for a 
period of five days. A ticket costing 
twice as much is good for fifteen days. 
These tickets are not transferable, and 
must have a photograph of the holder 
attached. Where extended tours are 
made in Belgium, these tickets are 
very desirable, but for the short trips 
usually taken by tourists just to Ant- 
werp and Brussels, the ordinary tick- 
ets will probably prove more economic- 
al. There are special points connected 
with these tickets which will be given 
by any tourist agency. Thus a fee 
of $1 is demanded when the ticket is 
issued, and this amount is returned 
provided that the rest of the ticket or 
any unused portion of the ticket is 
turned in. These tickets can be pur- 
chased in New York of the Belgian In- 



formation Bureau, Fifth Avenue, 
New York. Railway time in Belgium 
is on the twenty-four hour system. 




RAILROADS IN AUSTRIA 

The railroads in Austria do not dif- 
fer materially from those in Germany. 
For long runs the sleeping cars of the 
International Sleeping Car Co. are 
recommended, also their dining cars. 
The rules relating to bicycles and 
automobiles are referred to elsewhere. 
The Customs examinations are not 
over-stringent, the dutiable articles 
being new wearing apparel, jewelry, 
photographic apparatus, spirits, per- 
fumery, tobacco, confectionery, playing 
cards, etc. The hotels are apt to be 
as good in Austria as in most of the 
sections of Germany. Of course, 
Carlsbad, Vienna, etc., have hotels of 
the first order. 

RAILROADS IN FRANCE 

In the main the trains on the im- 
portant railways between large cities 
are good, although there are many 
notable exceptions, such, for instance, 
as the train service between Cherbourg 
and Paris, which is abominable. A 
circular tour planned out by the trav- 
eler can be made on any of the French 
railways at a special reduced price, 
provided not less than 300 kilometers 
are traveled. 



300 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



301 



FRENCH RAILWAY TICKETS 

The cost of railway tickets in 
France depends of course on the class 
in which the travelers secure tickets, 
and this also depends on the length of 
the journey. First-class tare is the 
same as in the United States, second 
class is about the same, while the third 
class is less. Those who are Thinking 
of making an extensive trip in France 
should purchase a kilometer book, 
which effects a very great saving. In 
fact, with one of these books it is 
possible to travel for a cent a mile 
first class. These books are sold for 
stipulated distances, and the time 
limit varies. The fare, of course, be- 
ing less for the longer trips. The fol- 
lowing are some figures taken from 
the P. L. M. rime-table: Up to 200 
kilometers. 27 francs, first class : 19 
francs, second class : 13 francs, third 
class. Between 600 and 650 kilo- 
meters, the fares are 55 francs. 40 
francs, and 26 francs, respectively. 
While the fares for 1,000-1,100 kilo- 
meters are S9 francs. 54 francs, and 43 
francs, respectively. If a trip of 1,S00 
kilometers was projected, the expense 
would be 135 francs, first class : 95 
francs, second class : P>6 francs, third 
class. In other words, there is a sav- 
ing on the first class of 27 francs over 
the rate which is charged for 300 kilo- 
meters. For longer distances the sav- 
ing is even greater. Thus, 3.000 kilo- 
meters may be traveled for 193 francs, 
first class, as against 27 francs for 
one-tenth the distance. These tickets 
are issued all times of the year. There 
are special rules governing the French 
circular tours and kilometer tickets, 
which may be learned by application 
to the tourist companies mentioned 
elsewhere. There are also sectional 
tickets, which are sold for a fixed sum. 
Any one may travel on these tickets 
in any part of the district which has 
been selected during the duration of 
the ticket. These tickets are issued 
for 15 or 30 days. There are seven 
such divisions of railways in France. 
There is also a curious system in vogue 
in Paris called the "permit system." 
You purchase a permit for 95 francs, 
or $19. This permit allows you to 
buy for a period of three months rail- 
way tickets in any of the seven divi- 
sions at half the regular prices. Tick- 
ets purchased under the permit are not 
transferable. The permit is undoubt- 
edly a good thing for those who in- 
tend to spend a considerable time in 
France, but it is questionable if this 



1 plan is of much use to the ordinary 
tourist. 

Wherever possible the accommoda- 
tions of the International Sleeping Car 
Co. should be secured. The different 
companies also have special compart- 

I ments for an extra fare. For ex- 
ample, the Paris. Lyons & Mediter- 
ranean Co., or the P. L. M. as it is 
usually called in France, runs special 
compartments of three seats, which 
can be changed into couches at night. 
The supplemental fare for a seat in a 
train of this kind would be 33 francs 
10 centimes for the "Rapide" train 
from Paris to Nice and 22 francs 10 
centimes for the express train. Sixty- 
six pounds of baggage may be carried 
free on French roads. Children under 
three years pay nothing ; half fare is 
charged for children from three to 
seven years of age. The custom-house 
officers look especially for tobacco, as 
that which is purchased in France is 
abominable. They also look for wear- 
ing apparel, jewelry, silks, matches, 
medicine, playing cards, firearms, etc. 
The rules and regulations relating to 
bicycles and automobiles are referred 
to elsewhere. The northern and cen- 
tral portions of France are most agree- 
able between the months of April and 
November, while the Riviera is seen 
at its best in the spring and autumn. 

RESTAURANT CARS 

These cars are attached to all trains 
de luxe of the International Sleeping 
Car Co. and to almost every express 
train of importance on the Continent 
running during the daytime. Some of 

1 the more important trains also have 
saloon cars, smoking and non-smoking. 
The charges are prominently displayed 
on the bills of fare and vary somewhat 

j according to the country through 
which the train is passing. Meals on 

i the whole are very good, but are not 
always satisfying enough to Ameri- 
cans, who are used to having the heavy 
American breakfast. The following 

! may be considered as average charges : 



Light breakfast (tea. coffee 

or chocolate, with bread 

and butter i lOd. to 1 8 

Lunch 2 6 to 4 - 

Dinner 3 6 to 6 - 



Liquid refreshments of the best 
quality, which are not included in this 
tariff, are supplied at reasonable 
charges. 



302 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



SLEEPING CARS ABROAD 

Sleeping cars are operated on cer- 
tain night trains between the impor- 
tant centers of Great Britain. While 
not as luxurious as the sleepers that 
we know in America, still the visitor 
will be made very comfortable. In 
some cases the sleeping cars are the 
only ones which are properly warmed 
by steam from the engine ; the primi- 
tive hot-water can, which is an abomi- 
nation, being provided for the ordi- 
nary coaches. These sleeping cars are 
usually of the corridor type, corre- 
sponding to what we know as "state- 
rooms" on our trains. In England the 
cars are owned by the railway com- 
panies and they are only available for 
the first-class passengers. The extra 
charge for berths varies from 7s. 6d. to 
10 shillings, according to the distance. 
They should always be taken by the 
traveler when long night journeys are 
contemplated, such as a trip to Scot- 
land. 

Many of the sleeping cars in Ger- 
many and Austria are also owned by 
the railways and are available for 



first-class passengers in all cases and 
sometimes for second-class passengers. 
The charge for berths is ten shillings 
and eight shillings, respectively. When 
an ordinary first or second-class com- 
partment in Germany is not crowded, 
the seats may be pulled out and a 
fairly comfortable rest can be taken. 
Pillows can be rented and the traveler 
should have his own rug. Accommo- 
dations on the French railways, with 
rare exceptions, are inferior in com- 
fort to the German roads. Passengers 
to Italy and Spain will find it more 
advantageous to travel first class, as 
this often allows them to make the 
journey much quicker and also gives 
them the privilege of using sleeping 
cars when required. The second class 
is good enough for any one in Ger- 
many, Austria, Switzerland and on 
many lines in France. The third class 
is often as good as the third class in 
England, which is not used by the 
majority of travelers. The economy in 
third-class traveling is very great. 

In addition cars on the Continent 
which are owned by companies have a 
special service corresponding to our 



TIME BY EXPRESS TRAINS FROM PARIS TO THE 
FOLLOWING CITIES. 



City 



Train Leaves 



Amiens 

Basle 

Berlin 

Biarritz 

Bordeaux 

Boulogne 

Brussels 

Cannes 

Chartres 

Cherbourg 

Constantinople 

Dieppe 

Lisbon 

Lyons 

Madrid 

Marseilles. 

Men tone 

Monte Carlo. . 

Nice 

Orleans 

Rheims 

Rome 

Rouen 

St. Petersburg. 
Strassburg. . . . 

Tours 

Treport 

Trouville 

Turin 

Versailles 

Vienna 



Gare du Nord 

de l'Est 

" du Nord 

Quai d'Orsay 

Gare du Nord 

de Lyon, Tr. de Luxe... 

Montparnasse . . . '. 

" St. Lazare 

" de l'Est, Mon. Wed. Sat 

" St. Lazare 

Quai d'Orsay, Tues. and Sat. 

Gare de Lyon 

Quai d'Orsay 

Gare de Lyon 

Quai d'Orsay 

Gare de l'Est 

de Lyon 

St. Lazare 

" du Nord, Wed. & Sat.. . 

de l'Est 

Quai d'Orsay 

Gare du Nord (in summer) . . 

" St. Lazare 

' ' de Lyon 

" St. Lazare 

de l'Est 



Time. 


Hrs. 


Min. 


1 


30 


8 


30 


19 




10 




7 




3 




4 


30 


14 


30 


1 


30 


7 




63 




3 


15 


35 




7 


?0 


26 


30 


12 




16 




15 


30 


15 




1 


30 


2 




30 




2 




46 




8 




2 


30 


3 


30 


3 


30 


16 





22 



30 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



303 



"Pullman" accommodations in this 
country. This is a service of the In- 
ternational Sleeping Car & European 
Express Trains Co. These cars are 
worked by the railway companies over 
whose lines they run. They hold from 
twelve to twenty berths and are di- 
vided into two-berth and four-berth 
compartments, which are by day trans- 
formed into separate compartments 
holding two and four persons. Each 
car is accompanied by an attendant, 
who is a linguist, and they are well 
heated and contain all the accommo- 
dations which we expect on similar 
cars in the United States. The fares 
on these cars vary according to the 
distance of travel, but they may be 
called approximately as equal to one- 
third of a first-class fare. In Ger- 
many and Austria separate accommo- 
dations are also furnished for the use 
of second-class ticket-holders, provided 
that there is a vacant berth and that 
the necessary additional charges are 
paid. A separate railway ticket is re- 
quired for each berth reserved except 
in the case of certain trains. The 
sleeping-car accommodations should be 
engaged in advance at the agencies of 
the company, or, when there is room 
on board, of the conductor. The com- 
pany will dispose of any place reserved 
in advance if the passenger does not 
present himself to take possession, 
holding the necessary and proper tick- 
ets, at the station, or unless the com- 
pany has been regularly advised that 
the holder of the place will join the car 
en route. Children under three years 
of age, occupying the same berth with 
their guardians, pay half fare, but 
children over three and under seven 
years, members of the same family and 
sharing a bed, pay at the rate of an 
adult. One child above three years 
pays full sleeping-car fare, but half t'he 
fare if there is an age limit. The 
same company has a number of termi- 
nal hotels and also operates dining-cars 
on all the important railways in 
Europe.- The International Sleeping 
Car Co. has agencies all over the 
world for the sale of tickets and the 
dissemination of information. A very 
attractive time-table is issued monthly, 
giving full particulars as to fares for 
single and return rail and steamer 
tickets from London, tariffs of supple- 
mentary fares and complete time- 
tables of the train-de-luxe service, in- 
cluding such famous trains as the 
Calais Express, the Engadine Express, 
the Simplon Express, the Paris-Barce- 
lona Express, the Egyptian Express, j 



the Xord-Sud Express, the Berlin- 
Xaples-Palermo Express, the Paris- 
Rome-Palermo-Taormina Express, the 
St. Petersburg - Warsaw - Vienna - Ri- 
viera Express, the Riviera Express, 
the Ostend-Vienna-Constantinople Ex- 
press, the Peninsula Express, the Ori- 
ent Express and the Trans-Siberian 
Express. This pamphlet, which con- 
tains about 100 pages, will be sent 
free of charge on application to the 
general agency for America, 281 Fifth 
Avenue, corner of 30th Street, New- 
York, X. Y. 

TIME-TABLES 

Nearly every railroad company in 
Europe issues a more or less comi'dete 
folder or book of time-tables. In Eng- 
land each railroad issues a large and 
bulky quarto, giving complete time- 
tables and rates of fare. They are 
very cumbersome to carry, however, 
and should be abandoned when the 
travel by each road is concluded. 
There are many local guides giving 
time-tables of the immediate sections 
which are most useful and are very 
inexpensive, very rarely costing more 
than a penny. For the Continent, 
Cook's Continental Time-tables, Tour- 
ist's Hand Book and Steamship Tables 
are recommended. This publication is 
(January, 1910) in its thirty-eighth 
year and its yellow cover is fast get- 
ting to be as familiar as that of 
Bradshaw. It is issued monthly and 
sells for a shilling in England, or at a 
slightly increased price elsewhere. It 
is a simple guide to all the principal 
lines of lake and river steamers and 
diligences in Europe, with detailed in- 
formation as to steamer services to all 
parts of the world. There are ten 
sectional maps. The general informa- 
tion memorandum arranged alphabeti- 
cally has been used in a number of 
cases in the present volume, for which 
the writer acknowledges his indebted- 
ness, especially as to children's tickets, 
dogs, golf courses, bicycles, etc. The 
volume is bound in paper and is about 
the size of the present book. Brad- 
shaw's Continental Railroad Guide and 
General Hand Book is an unwieldy 
volume, conveying information in per- 
haps a little more detail. The edition 
for November, 1900, contained 712 
pages of text and 433 pages of adver- 
tisements, from which it will readily 
be seen that the book is a bulky on<- 
and cannot be carried in the pocket. 
Th^re is an official guide to Belgium 
which costs about three pence. In 



304 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Italy we have the Indicator 'e UfHciale, 
which is valuable where the beaten 
track is to be left. The Cook Guide 
Book is very full of information re- 
garding the Swiss roads, but there is 
also a special guide book. 

F 1 ', E X CH TI ME TABLES. 

There are a number of excellent 
French time-tables. The "Paris et 
Partout" is an alphabetical time-table 
for trains between Paris and all the 
principal stations in Europe. It gives 
the price of tickets, distances, etc. It 
is a book of 700 pages, and is printed 
on light-weight paper, so that it can 
be carried readily. Owing to its alpha- 
betical arrangement the English-speak- 
ing visitor will have little difficulty in 
using it to advantage. The following 
abbreviations are used in it : 

Ait. — Arrival. 

Dep. — Departure. 

E. — Express. 

L. — Train de luxe. 

M. — Morning. 

R. — Rapide (fast train). 

S. — Evening. 

The standard time-table for France 
is the "Livret Chaix," which is a 
stubby little volume which is sold for 
two francs. It is not necessary, how- 




ever, to buy the complete work, as 
each company has a "Livret Chaix" 
for its own system. There ire six of 
these little guides in all, and they are 
sold for ten cents each. They are 
small enough to slip in the pocket. 
We reproduce the time-tables giving 
the trains between Paris and Cher- 
bourg. Thus we find that the distance 
is 371 kilometers, and that a first-Class 
ticket costs 41 francs 55 centimes. 
We find that a train having first and 
second-class accommodations leaves 



•after June 15th, at 7 :55 in the morn- 
ing. W.R. indicates that there is a 
restaurant car attached. Various 
stops are noted ; Cherbourg is reached 
at 2:33 in the afternoon. The fol- 
lowing is a translation of the abbre- 
viations used in these books : 

M. — Morning. 

S. — Evening. 

Arr. — Arrival. 

Dep. — Departure. 

Sem. — Week. 

D.F. — Sundays and fete days. 

B.— Buffet. 

B.H.— Buffet hotel. 

(b) — Refreshments. 

(H)— Stop. 

P.A. — Resting point. 

The following is an explanation of 
the other signs : 

LIVRET-CHAUX 

Explanation of Signs. 

Note. — The numbers placed opposite the 
names of stations at the points of branching 
off refer to the pages to consult for the con- 
necting lines. 

The thick black lines placed on the 
left of the columns of the trains in 
dicate the hours of the night between 
6 p. m. and 5.59 a. m. 

The mark No. 1 signifies a stop to 
let off passengers, but not to take on 
any. 

■ The sign No. 2 indicates a stop to 
take on passengers, but not to let off 
any. 

The sign of a period within a circle 

• signifies a stop for which the ticket 
window is not opened, but when nev- 
ertheless passengers having return 
tickets, commutation tickets or tickets 
bought at the window during the day or 
evening hours when they are open, are taken 
on. 

The restrictions indicated by the signs 1, 2 
or period in circle do not apply to passengers 
making connections from one line to another. 

The sign No. 3 indicates that compartments 
are reserved for ladies only in the train in 
question. Consult the special announcement 
for information regarding reserved com- 
partments. 

The signs W. R. or W. R. B. signify that 
the train has ordinarily a dining car or a 
buffet car. 

The sign V. CC. indicates that the train 
usually contains a car de luxe (sleeper). 

The sign "O" indicates that the train 
is accessible to employees and work people, 
male or female, carrying a weekly ticket or 
to work people having a return ticket. There 
are special bulletins containing information 
regarding the conditions of admission to 
these trains. 

Sign No. 4 indicates the branch stations. 

(B) Buffet. 



< 



SCIENTIFIC AMERICAN HANDBOOK OJ TRAVEL 



305 



118 



I — ETAT (Normandie) 



Servics complet de Paris a Manle*-Gaitia/urt par Araen.lev.il et par Poiuy, 
1 voir page* 10 et 12. 



PARIS A 



lr. 



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Mr 



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Presville -.. 

• Moatebourg (143)... 

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Couville 

Martinvast 

Cherbourg m. 



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W.R. Wagcm-rettaarant entr^ Paris 01 Cker- 
jMiirg et »t« r*rra aur trajns 915 et 338. — 
Efitre Paris et Caen et Vt& vena aux trains 355 
«t 354, Jij3^fu'5Q 31 mjii 19M et entre l- 
Lisieux tt ctce rer.sa, a partlr da W jain 1910. 

W.B.B. Wa*ofl-Reataiiraiit-Buffetrfpaf?e VIII,. 

V.CC Voitnrct de t™ claise a couloir et a 
ooar.hettes aw. water-^cloiet et toilette ea».r*» 
ParU et Cherbourg-. 

Voir VeipVicatron At* sistnei page III. 



(a) Le bfejo 313 ne prer,<j : 1- a Pari! et a 
Evreux-Embr. que lea vo/a!?eur3 pour Trou- 

:,>.anville^ Viller3-«.ar-Mer, HoolgatC el 
DireSrCdlwarg ; 2'' a Lisfeax, que les vo-< 
--.ar,?, ba g ay je* poor Villers-sur-Mer, Boqjgaie 
et MretvCaboufgj il preod Uratefois a L 
lea voyajreur'. lam bagagei poir Trounlle- 

rflfe, mai3 seulernent d«fna la lirnite da 

(b) Le tra.n 315 ne prend de voyatreura de 
-2« claise que pour let au-dela. de Mi 



308 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 






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TIME AND KILOMETRIC MAP— PARIS-LYON-MEDITERRANEE SYSTEM. 



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TEVIE AXD KILOMETRIC MAP— NORD SYSTEM. 



310 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 




TIME AND KILOMETRIC MAP— EST SYSTEM 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



311 



(Bp) Buffet with basket-supply 

(b) Refreshment room. 

(bp) do do with basket^supply. 

(P.N.) Grade Crossing. 

(V.M.) Travelers with merchandise. 

The following are considered as holidays: 
January 1st, Easter Monday. Ascension Day; 
Whitsun Monday, Assumption Day, All 
Saints Day and Christmas Day. 

RAILWAYS IN GERMANY 

Traveling in Germany is very com- 
fortable and is comparatively cheap. 
The railroads are owned by the State 



which is used on German railroads is 
that of mid-Europe, which is an hour 
in advance of Greenwich. The best 
seasons for traveling in Germany are 
the spring and autumn and the sum- 
mer is especially agreeable on the 
coast. The mountainous districts are 
also largely frequented, especially by 
the natives, in the summer. Dresden, 
Munich, Weimar, Heidelberg and 
Stuttgart have large American colo- 
nies. Rundreise tickets are referred 
to on page 312. 




and they are run with such caution 
that accidents are practically un- 
known. The speeds, however, are 
nothing remarkable. On some lines 
baggage up to 50 pounds is free, but on 
other roads all baggage must be paid 
for. The customs examinations are 
fairly rigorous, although not as much 



* 




/ 


FRANKFORT. 


| 






ftyj&fxfcbf^^ / n "1 Mai n 


sS ^|Si 


S*ESSl§i*t«^ f&O b erra d ^***^Ri* ri 


<HK^SSfcH%*S& L }S en 




""""^S^ii, 




BJ^K^jwe^^ eg e 






xx^pJ^S^*" k u r 9 









so as in our own country. Preserved 
meats must not be brought into Ger- 
many. Children under four years 
travel free ; children from four to ten 
years pay half fare. Porters will be 
found at all railroad stations who will 
carry baggage to cabs or put it in the 
coat rooms, called "gepack." The time 



Through-corridor trains, or trains 
de luxe, which are marked "D" in 
railway guides, have carriages with 
compartments for two or four pas- 
sengers in them. The carriages are 
connected by covered passages or ves- 
tibules, as we term them in this coun- 
trv. and are very comfortably fur- 
nished. At night they are converted 
into sleeping-cars, and a dining-car is 
attached to all trains. An additional 




Leipz.SroUeritz 

LEIPZIG 

z.-Connewitz 



charge of about 10 per cent, on the 
express fares is made for the use of 
these trains. Through-corridor trains, 
marked "D" in the railway guides, 
have generally only first to third-class 
compartments. These afford every 
comfort for long journeys. The con- 
nection between the carriages is the 
same as those of the "L" trains, and 



310 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 




TIME AND KILOMETRIC MAP— EST SYSTEM 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



311 



(Bp) Buffet with basket-supply 

(b) Refreshment room. 

(bp) do do with basket-supply. 

(P.N.) Grade Crossing. 

(V.M.) Travelers with merchandise. 

The following are considered as holidays: 
January 1st, Easter Monday . Ascension Day; 
Whitsun Monday, Assumption Day, All 
Saints Day and Christmas Day. 

RAILWAYS IN GERMANY 

Traveling in Germany is very com- 
fortable and is comparatively cheap. 
The railroads are owned by the State 



guter m?Jm 

BAHNHOF 




BALE 



and they are run with such caution 
that accidents are practically un- 
known. The speeds, however, are 
nothing remarkable. On some lines 
baggage up to 50 pounds is free, but on 
other roads all baggage must be paid 
for. The customs examinations are 
fairly rigorous, although not as much 



* 
^ 






/ 


FRANKFORT. 




I 










Griultku 
i*C2 






PK.».<HtMV J . ■! Mam 




^t^^^^&t-C^jFpvOberrad ^^ 


^*Behr^ 


^^^^^^^en 


i$$* 


erralr 




^^^^^^m' 




"^^^jia^ 














J^^^(^^^ege 








*/ 


s^^^W!B^^gnburg 





so as in our own country. Preserved 
meats must not be brought into Ger- 
many. Children under four years 
travel free ; children from four to ten 
years pay half fare. Porters will be 
found at all railroad stations who will 
carry baggage to cabs or put it in the 
coat rooms, called "gepack." The time 



which is used on German railroads is 
that of mid-Europe, which is an hour 
in advance of Greenwich. The best 
seasons for traveling in Germany are 
the spring and autumn and the sum- 
mer is especially agreeable on the 
coast. The mountainous districts are 
also largely frequented, especially by 
the natives, in the summer. Dresden, 
Munich, Weimar, Heidelberg and 
Stuttgart have large American colo- 
nies. Rundreise tickets are referred 
to on page 312. 




Through-corridor trains, or trains 
de luxe, which are marked "D" in 
railway guides, have carriages with 
compartments for two or four pas- 
sengers in them. The carriages are 
connected by covered passages or ves- 
tibules, as we term them in this coun- 
try, and are very comfortably fur- 
nished. At night they are converted 
into sleeping-cars, and a dining-car is 
attached to all trains. An additional 







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charge of about 10 per cent, on the 
express fares is made for the use of 
these trains. Through-corridor trains, 
marked "D" in the railway guides, 
have generally only first to third-class 
compartments. These afford every 
comfort for long journeys. The con- 
nection between the carriages is the 
same as those of the "L" trains, and 



312 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



the seats are numbered. The night 
trains on the more important lines are 
provided with sleeping-cars, in which 
refreshments can be obtained. All 
"L" and "D" trains, as well as some 
of the express trains, have dining- 
cars. Prices of provisions, etc., are 
fixed by the railway officials, and are 
moderate. Special cars are placed at 
the disposal of passengers if notified 
in proper season, and if at least 12 
tickets are taken. Separate first-class 
compartments will be reserved on pay- 
ment for four first-class tickets. These 
seats will be charged for if a separate 
second-class compartment is desired, 
and eight seats in the case of a re- 
served third-class compartment. Each 
train has special ladies' smoking and 
non-smoking compartments. Detail in- 
formation with regard to fares, tickets 
and their use, is provided in separate 
manuals for travelers under the Ger- 
man title "Merkbuch fur Reisende," 
which can be had free of charge at all 
ticket offices. Porters, who can be 
recognized by their badges and num- 
bers, are at the disposal of passengers, 
and will be found both inside and out- 
side of the stations. Their authorized 
charges are stated in a tariff which 
each one must carry and exhibit on 
demand. Light luggage can be placed 
in the left luggage office, which bears 
the euphonious name "Gepackaufbe- 
wahrungstelle," where tickets will be 
issued for it. In traveling in Germany 
it is hardly necessary to use all of this 
word at once. "Gepack" is usually 
sufficient to indicate your wishes to 
the porter. When stations must be 
changed, the use of a cab is recom- 
mended. In large towns like Berlin 
and Hamburg metal disks bearing the 
respective numbers of the licenses of 
railway cabs are obtainable from a 
policeman, who will always % be found 
at the station entrance. The tariff for 
such cabs is fixed by the police au- 
thorities, and is exhibited in each 
vehicle. In the case of taximeter 
cabs, the fare to be paid will be shown 
on the recording dial on the box which 
faces the passengers. Motor cars are 
also to hire in the smaller* towns. 
For short journeys, the official rail- 
way guides and time-tables will be 
found sufficient. They may be ob- 
tained either free of charge or for 
small sums at the ticket offices. Of- 
ficial information offices are found in 
all stations of importance. The Ger- 
man Tourist Association has branches 
all over Germany. The larger branch- 



es of this union form the United 
German Tourists' Association, the 
head office of which is in Leipsic, No. 
20 Kupfergasse. All printed matter 
issued by this association will be for- 
warded to any country free of charge 
on application. The information can 
be obtained in the German, English 
and French languages. ' 

EXTRACT FROM THE RULES AND 

REGULATIONS FOR RUNDREISE 

TICKETS 

1. Circular tour tickets not transferable. 
Signature of the passenger. The Circular 
Book of coupons is not transferable. The 
passenger has to sign his or her name in ink 
on the cover of the booklet. In case the 
passenger should have omitted to sign, the 
railway officials must obtan the signature at 
the first station where it is possible to do so. 
The passenger shall again have to write his or 
her signature in case this should be requested 
by the railway officials. A circular tour 
ticket used illegitimately will be forfeited and 
the holder will be .treated as a passenger 
travelling without a ticket. 

2. Children under four years of age will be 
conveyed free of charge, provided no separate 
seats are claimed for them. Every child 
whose transportation is paid for is entitled to 
a full seat. 

3. Baggage. Passengers travelling with 
circular tickets are not entitled to the free 
conveyance of any registered baggage. A 
certain quantity of hand baggage will, 
however, be permitted in the carriage free of 
charge. All other baggage will be charged 
for according to the existing tariffs. For 
particulars about through registration of 
baggage for journeys by steamer, train or 
coach, and about the conveyance of registered 
baggage' by the railway administration 
between train and steamer, steamer and 
landing stage or between train and landing 
stage, passengers are referred to the Rules 
and Regulations for Circular Tickets (Fahr- 
scheinverzeichniss). The presence of the 
passenger is required for the examination of 
his or her baggage by custom house officers. 

4. Beginning and performing the journey. 
The journey may be commenced at any time 
during the availability of the ticket. The 
coupons must be used in the same consecutive 
order as they are fixed in the booklet. If 
desired, the journey may also be performed 
in reversed direction. Coupons forming a 
separate circular trip commencing either at 
the last station of a coupon or at an inter- 
mediate station, may also be used in reversed 
direction, provided the journey or circular 
trip does not contain one or more coupons 
which are only available in one direction. 
In case more than one circular or other trip 
is commenced at the last or at an intermediate 
station of a coupon, the passenger is free to 
perform these trips in the order he or she 
chooses (see also No. 5). If the journey is 
commenced at an intermediate station of the 
first coupon of the circular book, the coupon 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



313 



must be endorsed by the station master before 
departure. 

5~. Tickets available, both by rail and by 
steamer. If a coupon is available either by 
rail or by steamer, the passenger is only 
allowed to travel entirely by rail or entirely 
by steaiher. For exceptions see the Rules 
and Regulations for Circular Tickets (Fahr- 
scheinverzeichniss) . 

6. Break of journey. The passenger is 
permitted to break the journey at any station 
(*). No formality is required at the depar- 
ture — an intermediate — or the terminal sta- 
tion mentioned on the coupons. At any other 
station where the passenger wishes to alight, 
the coupon has to be endorsed immediately 
by the station master. (On the Swiss railways, 
however, this endorsement is not required.) 
Without this endorsement the coupon loses 
its availability up to the next station men- 
tioned on the coupon, if such a station is not 
mentioned, up to the terminal station of the 
coupon in question. Break of journey is 
not allowed at an intermediate station of a 
coupon, if travelling by steamer or by coach. 
For exceptions see the Rules and Regulations 
for Circular Tickets. The passenger may 
break his or her journey for any length of time 
provided the journey is completed within 
the period for which the ticket is available. 

7. Collecting of tickets by railway officials. 
The coupons are collected by the railway 
officials. The passenger has to see that the 
correct coupons are being collected. Should 
a coupon be wrongly taken out, its restitution 
is to be immediately demanded, or application 
to be made to the station master. Tickets of 
which the cover cannot be produced and 
tickets out of their consecutive order are not 
valid, and must be given up by the passenger. 
The last coupon having been removed, the 
cover will be clipped and returned to the 
passenger. 

8. The period of availability of the ticket 
expires at midnight of the last day of avail- 
ability. The period of availability cannot be 
prolonged under any circumstance. As 
soon as the journey has been commenced no 
coupons can be added or substituted in the 
booklet. 

9. The value of lost tickets cannot be re- 
funded. Neither can any reimbursement be 
made for coupons which have not been used. 

10. Third class coupons on the Hungarian 
railways are only available by ordinary 
trains, but entitle passengers to the use of 
express trains upon payment of an additional 
charge, which can also be paid on board the 
train. 

11. Seats and supplementary charges. 
The tickets are only available by Luxe (ex- 
press) trains in case there is sufficient room 
and on payment of the supplementary fare 
fixed for the use of these trains. 

(*)The journey may only be broken once: 

a) On the Danish State Railways on a 

coupon available for a distance of 
100 km. 

b) On the Swedish Railways on a 

coupon available for a distance of 
350 km. and over. 



c) On the Hungarian Railways on any 
coupon. If the terminal station 
is beyond Buda-Pesth, the journey 
may also be broken at Buda-Pesth. 

GERMAN TIME-TABLES 

"Hendschel's Telegraph" comes in 
two editions, of which the larger is 
naturally the best. This is called the 
"Grosse Ausgabe" ; it is published at 
Frankfort-on-the Main, and costs 2 
marks, 50 pf. It is a rather portly 
volume, weighing about two pounds. 
It contains 1,300 pages, of which 300 
pages are advertisements, which can 
be taken out without detriment to the 
book. There is an excellent index, 
and the book is fairly easy to use. We 
reproduce herewith a page from it, 
giving a good time-table for the rail- 
way between Hamburg and Berlin. 
This is only given as an example, and 
it should not be used to travel by. 
The column at the left gives the dis- 
tance in kilometers. The following is 
a translation of the general informa- 
tion and abbreviations from the front 
of the book, and it is believed that 
this will be of special value : 

HENDSCHEL'S TELEGRAPH. 

Directions for use. 

In both the general and special maps, the 
main railway lines, for through travel, are 
indicated by full-faced lines. Consult also 
the list of stations, whose numbers correspond 
with the numbers on the maps, and refer to 
the numbers in the time-tables. In the list 
of stations, branch lines from all railway 
centres are given separately. If a given place 
can be reached by more than one route, this 
is indicated by the name of an intervening 
station. 

Trains having sleeping cars are indicated 
by the letters S. W. 

Trains having dining cars are indicated by 
R. W. 

Trains are distinguished by the railway 
companies according to numbers. The 
train number will be found at the head of the 
cohimn. If two trains have the same num- 
ber, they are distinguished by the addition ■ 
of "a" or "b" to the number,, these letters 
having here no connection with letters used 
in reference. The classes of the German and 
Austrian railways and partially of outside 
lines, are indicated either by figures below 
the train numbers, or by references. The 
class given is only for one line, not applying 
to connecting fines. 

The hours from 6 P. M. to 5.59 A. M. are 
indicated by underlining the minute figures. 

For Germany, the express trains which 
require no extra tariff are indicated by full- 
faced type for the hour figures. Such express 
trains as require extra tariff have the hours in 
full-faced type, also a dotted line at the left 



314 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 















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IS 



Specimen page of " Hendschel's Telegraph 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



315 



hand side of the column. Trains made up of 
through carriages are' indicated by "D" be- 
fore the train number. Drawing-room car 
trains are indicated by full-faced type for the 
hours, dotted line at the left of the column, 
and "L" before the train number. Travel- 
ers who wish to reserve seats in through car- 
riages can do so at the station of departure 
without extra charge. The express and 
drawing-room car trains outside of Germany 
are indicated simply by full-faced type for 
the hours. 

The letters over or beside the hours refer 
to remarks alphabetically arranged on the 
same page, "a" means, "Train stops only 
to let off passengers "; "b" means "Train 
stops only to take passengers." Week-day 
trains are indicated by "W," Sunday and 
holiday trains by "F." 

To the tariff for persons and luggage is 
added a table of prices, from which the dis 
tance to any given point, and the price of the 
journey, can be estimated. Similar kilo- 
metric distances are given, in the case of 
several large cities, in the list of stations. 

The time-tables are made up, for Germany, 
Austria-Hungary, Denmark, Sweden and 
Norway, Italy, Switzerland, Servia and 
Western Turkey, according to Central Euro- 
pean time; for Belgium, Great Britain, the 
Netherlands and Spain, according to Western 
European time; for Bulgaria, Roumania and 
Eastern Turkey, according to Eastern Euro- 
pean time; for France, according to Paris 
time; for Portugal, according to Lisbon time; 
for Greece, according to Athens time; and for 
Russia according to St. Petersburg time. 

Central European time is indicated by 
M. E. Z. 

Western European time is indicated by 
W. E. Z. 

Eastern European time is indicated by O. 
E. Z. 

Paris time by P. Z. 

Lisbon time, L. Z. 

Athens time, A. Z. 

St. Petersburg time, Pt. Z, 

Central European time (M. E, Z.) 12.00 

W. E. Z. 11.00 



O. E. 


Z. 


1.00 


P. Z. 




11.05 


A. Z. 




12.35 


L. Z. 




10.35 


Pt. Z 




1.01 




FURTHER 


ABBREVIATIONS 



So. Sunday. 
Mo. Monday. 
Di. Tuesday. 
Mi. Wednesday. 
Do. Thursday. 
Fr. Friday. 
Sa. Saturday. 
a. from, v. (von.) - 

Departure. 
Expr. Express train. 
L. Z. Local train. 
S. W. Sleeping car. 
i. in; an. Arrival, 
v. (von) from; b. (bis). 

To. 
dir. direct, 
zw. between, 
zur. return. 
i. s. in summer. 
M. Motor carriage. 








i. W. in winter. 

R. W. Dining car. 

km. Kilometre. 

Wst. "versts" 

Kl. Class. 

B., Bhf. Railroad station. 

H. B. Centra] station. 

Figure of locomotive, indicates railway. 

Boat indicates steamer. 

Bugle indicates post-wagon. 

"Reichs-Kursbuch," which is pub- 
lished in Berlin, also costs 2 marks, 
50 pf., and appears about eight times 
a year. It is not expected that the 
traveler will necessarily purchase 
either of these books, but they will 
always be found in hotels, where they 
may be consulted. We also reproduce 
a page from this time-table, and the 
following are instructions for the use 
of the time-table, and they also give 
valuable , traveling hints : 

"REICHS KURSBUCH." 

INTRODUCTION. 

If passports are required in a European 
country, it will be so stated in the sections 
containing the time table for that country. 
The finding of the proper route will be facili- 
tated by referring to the railway map of the 
Imperial Railway Guide. In the railway time 
tables the names of the stations are usually 
placed in the middle; on the left, enclosed in 
black lines and opposite to the names of the 
stations, are the times of the trains. These 
should therefore be read from the top down- 
wards. On the right of the names of the 
stations and likewise enclosed in black lines 
are the times of the trains running in the 
opposite direction; these are to be read from 
the bottom upwards. The night periods, 
from 6:00 in the evening till 5:59 in the 
morning, are indicated by black lines under 
the minutes. The new day commences with 
12:01. The figures close to the names of the 
stations refer to the time tables of the con- 
necting lines. If the time table of the con- 
necting line is on the same page it is marked 
by the sign of a diamond with hair line. (See 
character No. 1). 

Classification of cars. — As a rule, the trains 
are made up of 1st, 2nd and 3rd or of 2nd and 
3rd class cars. Trains carrying 4th class, or 
only 1st, or 1st and 2nd class passengers are 
shown on the left by special lines (characters 
No. 2) (car class lines). First class cars are 
provided on many passenger trains on main 
lines, but not, as a rule, on branch lines. 
Trains not running daily are marked by a 
wavy line (see end of characters No. 2). 

Trains to the right of || carry only 1st class 
passengers. 

Trains to the right of | carry only 1st and 
2nd class passengers. 

Trains to the right of | carry only 1-3, or 
2nd and 3rd class passengers. 

Trains to the right of : carry only 1-4, 
2-4 or 3rd and 4th class passengers. 

Trains to the right of § do not run daily. 

Fast trains on German lines on which no 
excess fare is charged are distinguished by 
thick type, those on which an excess fare has 
to be paid, by thick type and a thick dotted 



316 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



line J on the left side of the train column. 
Fast trains on foreign lines are shown by 
heavy type. 

Corridor trains and trains de luxe are dis- 
tinguished by the letters D and L respectively, 
opposite the number of the train. Electric 
("Triebwagen") (carrying no baggage) have 
the letter T before the train number. The 
mark of a period in a circle is placed before 
those stations between which, in addition to 
the regular train service, a special service, 
printed in another part of the time table un- 
der the same sign, is provided. Through pas- 
senger cars, sleeping cars, and dining cars 
between places on different railway lines are 
shown in the time table. The buffet is closed 
on dining cars on the Prussian lines between 
1 1 at night and 6 in the morning. 

Trains with mail cars attached are distin- 
guished by the mark || between the hour 
and minute figures of the points of departure 
and the termini, and by the mark || if the 
mails are carried only on week days. 

At many stations the trains stop only to 
set down or take in passengers, or on request. 
In such cases the marks a, c or X respective- 
ly will be found close to or in place of the times 
of arrival and departure. 

Places with several passenger stations are 
distinguished in the German time tables by 
the mark '. unless the stations in question 
are expressly named. The railway fares are 
calculated approximately on the basis of the 
normal passenger rates for 1 kilometer. 

On "L" trains (1st class trains de luxe) 
an excess fare of from 30 to 50 per cent is 
charged by the International Sleeping Car 
Co. 

On country roads the passenger fares on 
the mail carriages of the German Post Office 
which convey passengers is computed at 
7-10 pf. per kilometer. 

Baggage. — On some of the Austrian rail- 
ways 25 kilograms are allowed free; on the 
French railways generally 30 kilograms; on 
the passenger mail carriages of the German 
Post Office, 15 kilograms. Branch lines and 
small local fines are indicated in the time 
tables by a hatched line before the times or 
close to the distance figures. 

When a station within the Imperial Postal 
territory is at a distance of at least 2 kilo- 
meters from the boundary of the place to 
which it belongs, the mark ° will be found 
before the name of the place in question, 
and the distance will be given in the alpha- 
betical index. The distances specified in the 
route combinations on country roads are 
reckoned from the station when the latter 
is the point of departure, otherwise from and 
to the centres of the respective places. 

No. 7 indicates narrow gauge or electric 
railway. 

No. 9 indicates dining car or at least an 
opportunity for a meal. 

No. 10 indicates sleeping cars. 

No. 2. The first character shows train 
' carries first class only. The second character 
shows train carries 1st and 2nd class. The 
third character, a thin straight line, shows 
that train carries 1st to 3rd class or 2nd and 
3rd class. The vertical dotted line shows 
that the train carries 1st to 4th class, 2nd to 
4th or 3rd and 4th class. The wavy line 
shows that trains do not run daily. On 
German Railways the express trains on 



which no excess fare is charged are indicated 

by black or boldface type and express trains 

on which extra fare is charged are indicated 

by black, boldface type with a broken vertical 

line on the left of the train column. On 

foreign — non-German — railways the" express 

trains are indicated by black face type. 

L | Train de luxe. See 11. 

D | Corridor train 12. 

W | Week days 13. 

F | Sundays and holidays 14. 

Post Horn | Mail carriage connection 15 

Steamer | Steamer Connection . 16. 

Signs referring to notes on the same page 
are shown by numerous characters. When in 
doubt consult the hotel "Portier." 



inn 



n • 

4 a l 



M* 




SPEED 

Some of the foreign trains are very 
fast. The Sud Express from Paris to 
Bayonne makes a run of 486^4 miles 
in eight hours 59 minutes, making six 
stops, or at the inclusive speed of 
54.13 miles. The East Coast Exprass 
from London to Edinburgh, on the 
Great Northern and Northeastern 
Railways, covers a distance of 393% 
miles in 7 hours and 45 minutes, with 
three stops, the inclusive speed being 
50.77 miles. The West Coast Express 
of the London and Northwestern and 
Caledonia Railway from London to 
Glasgow, a distance of 401% miles, 
covers the distance in 8 hours, making 
three stops, or at the inclusive speed 
of 50.18 miles per hour. The fastest 
train on the Continent is the Paris- 
Calais Express, which makes a run of 
185 miles in 184% minutes ; there is 
a stop of 2% minutes at Amiens. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



317 



100 (voL 1 m«i 1909) 109 Berlin-Magdeburg— Holzminden (-Aachen) 
>{< Berlin-Werder: Eisenb.-Dir. Berlin, Wcrder-Seesen: Eisenb.-Dir. Magdeburg, Seesen-Holzminden: Eisenb.-Dir. Cassel 



: I :m 

4 22 

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5 35 

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± ab aleianderpl. 822, ab Frledrlcbstr. 9.2, ab Zool. Carten 912. ab Charlottenburg 92S 3 Barr. Hf s. 114 ,* Ob. Oschersleben-Jenheiin s. 117b 
> £ Ob. Tienenburg s. 115. 120 ■ Ob. Bebra. s.177 t s -l 56 d bis 16/9 anch 4 1* ° s. 164 . fs.166 X Biltagessen bei I 34 in 
- Kreiensen^ • QWegen der Londoner Babnhdfe s. 516' <J ab. Folkestone .3 3S j) auch 712 Ob. UMIcb-Jeumonl-Yalcnciennes s. 516. 500 a 

D-arChl.- Ztige : Berlin-Aachen Z 34, D 36. 400 ; Berlin-Hannorer Z316 ; Berlin-Basel D 44, D 180 ;' Berlin-Thale Z 34a, 38, 364, 368 ; Berlin-Coin D 10, D 30, 
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Specimen page of " Reichs-Kursbuch " 



318 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



RAILWAYS IN GREAT BRITAIN 

The cost of railway fares in Eng- 
land is very high, probably the highest 
in the world. 

Railways and Classes in England. 

Classes. 
London and Northwestern.. 1st 2d 3d 
London and Southwestern. 1st 2d 3d 
London-Brighton South 

Coast 1st 2d 3d 

Metropolitan, London 1st — 3d 

South London Tube — — 3d 

Midland Railway 1st — 3d 

Northeastern Railway 1st — 3d 

Southeastern and Chatham. 1st 2d 3d 
Caledonian Railway, Scot- 
land 1st — 3d 

Glasgow H. S. Western, 

Scotland 1st — 3d 

Highland Railway, Scot- 
land 1st — 3d 

North British 1st — 3d 

Furness Railway 1st — 3d 

Great Central 1st — 3d 

Great Eastern 1st 2d 3d 

Great Northern 1st 2d 3d 

Great Western 1st 2d 3d 

Lancashire and Yorkshire.. 1st 2d 3d 
Picadilly and Brompton (London 
Tube), one class only ; zone fares. 

Irish Raihvays. 

Classes. 

Belfast and County Down. 1st 2d 3d 

Cork-Bandon H. South 

Coast 1st 2d 3d 

Dublin and Southeastern. . . 1st 2d 3d 

Great Northern . 1st 2d 3d 

Great Southern and West- 
ern 1st 2d 3d 

Midland Great Western .... 1st 2d 3d 

The third-class fare is based on the 
average of one penny per mile, the 
second is slightly higher and the first 
class is about double the third class. 
Return tickets are issued which are 
twice the fare and are available for 
varying periods according to distance. 
Throughout the year the railways is- 
sue week-end tickets available from 
Friday, Saturday or Sunday to Tues- 
day at reduced fares for all classes. 
In the season (summer),* generally 
from May to October, all railways 
issue special cheap tickets to various 
places at cheap rates. Also tourist 
tickets are issued which work out 
cheaper than the return third-class 
fares. Many companies only run two 
classes of cars on their fastest trains 
and in some cases charge slightly 
higher rates for the special facilities 
offered. Pullman cars are also run in 



many long-distance trains, for which 
a slight excess fare above the first 
class is levied, and the same applies 
to the first-class sleeping cars. 




GUARD. 



JUNCTIONS IN ENGLAND 

England is a country of junctions, 
the railways cross each other in every 
direction at varying levels and the 
trains connect more or less frequently 
at the junctions. It is usually possible 
to get something to eat at these junc- 
tions, although the English railway 
restaurants are anything but first 
class, except at a few of the larger 
stations. The great terminal hotels 
should be avoided, although their con- 
venience is beyond question. Two min- 
utes after the arrival of the train the 
visitor can be in the hotel and the 
baggage will follow in a few minutes. 

PASSENGERS IN LONDON 

Passengers in London can have 
their baggage picked up by the vans 
of the railway companies at an ex- 
pense of 6 pence per baggage. The 
service is the same as our transfer ex- 
press and is very much cheaper. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



319 



The following tables are valuable as giving the distance between various 
important cities in Europe. No two lists of this kind ever agree as a whole 
either as to time or fares. 

TIME FROM LONDON TO THE FOLLOWING CITIES IN ENGLAND. 



City. 


Train Starts From 


Time. 
Hrs. Min. 




King's Cross Station 


11 7 




Euston Station 


11 15 


Bath 


Paddington Station 


2 




Euston Station 


2 


Bournemouth 


Waterloo Station 


2 11 






3 53 


Brighton. 


Victoria Station 


1 20 




London Bridge Station 


1 20 






2 12 




Liverpool Street Station 


1 3 




St. Pancras Station 


1 40 


Dublin 


Euston Station ' 


9 10 


Eastbourne 




1 25 




Victoria Station 


1 33 


Edinburgh 


Euston Station 


8 




King's Cross Station 


7 45 




Euston Station 


8 




Paddington Station '. 


1 53 




King's Cross Station 


3 '39 


Liverpool 




3 45 




Euston Station 


3 30 




King's Cross Station 


5 12 


Nottingham 




2 23 


Oxford 




1 15 


Scarborough J 




4 50 


Sheffield 




3 20 


Southampton 


Waterloo Station 


1 44 


York 


King's Cross Station 


3 35 










A TYPICAL ENGLISH STATION 

Passengers cross Platforms by Bridges or Subways. 



320 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



By-laws and regulations of the vari- 
ous railway companies are very simi- 
lar. These by-laws and regulations are 
given in all of the large books of 
time-tables and are posted in the sta- 
tions. Most of the penalties call for 
a fine of 4 shillings for the first of- 
fense, not exceeding 5 pounds for any 
subsequent offense. These by-laws and 
regulations relate to tickets, the num- 
ber of passengers that can be crowded 



in a compartment, etc. Some of the 
regulations may seem very paternal, 
but they are quite necessary and make 
for safety. One of the regulations 
might, however, be cited. It is against 
the law to throw or drop from any 
carriage of the railway a bottle of 
any kind or any article or anything 
capable of injuring, breaking or dam- 
aging any personal property. 

The time-tables of the English roads 




AN ENGLISH EXPRESS AT FULL SPEED 





IW CLASS CARWACie 



i i^fti i&tsi i^kh pqi i£ai ill 

lanDanoariDiQinDoiriDanD 



fin iBbfti local 



Jr iiua i I 



auoaUDail 
anpaDDM 



l»* CLASS JINING CAR 




KITCHEN CAR 



ai id af id a | 1061 idu 
ano aHD a hpa H p a 




i".° » 3-* CLASS DINING CAR 




■>-' &• V* CLASS CABRIAGE 



DIAGRAM "AMERICAN SPECIAL" 
Liverpool and London. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



321 



are bulky affairs of 150 to 200 pages, 
but are very satisfactory as regards 
time-tables, rates and special informa- 
tion. They can usually be obtained 
gratis at most stations or at an ex- 
pense or one penny, English money. 
They can be discarded when the line is 
left. Several of the English lines have 




BERTH ON ENGLISH RAILWAY. 

offices in New York City, where the 
large time-tables will be furnished to 
intending tourists. This is notably the 
case with the Great Western Railway, 
Great Central Railway. Great Eastern 
Railway and the London and North- 
western. 

In England luncheon and tea bas- 
kets are supplied at most of the prin- 



cipal stations and may be ordered by 
telegraph without extra charge on ap- 
plication to the guard. The luncheon 
baskets are either hot or cold and in- 
clude a mutton chop or rump steak, 
with a- boiled or baked potato, vege- 
tables or salad, bread, butter and 
cheese. The cold basket consists of a 
portion of veal or ham and salad, 
bread, butter and cheese, and the price 
is usually 2s. 6cl. A small bottle of 




ENGLISH LUNCHEON BASKET. 

claret is 1 shilling extra. Tea baskets 
contain a pot of tea, bread, butter and 
cake and sell for 1 shilling for one 
person, Is. 6cl. for a portion sufficient 
for two. Breakfast, luncheon, tea and 
.dining cars are run on most of the 
English roads on the best trains. The 
breakfast is usually 2s. 6d. ; luncheon, 
2s. 6d. ; dinner, 3s. for four courses, 
3s. 6d. for five courses. 

LONDON-PARIS 

There are four principal routes 
from London to Paris, via Dover and 
Calais, Folkestone and Boulogne, New 
Haven and Dieppe and Southampton 
and Havre. The Dover-Calais offers 
a shorter sea passage, although the 
Folkestone and Boulogne offers a 
slightly shorter time. The trains 
from Paris to Calais are very fast, 
which is more than can be said for the 
steamer trains in England dealing 
with the Channel service. On reach- 
ing Calais the train runs out on the 
quay directly opposite the steamboat 
landing. Boats leave immediately on 
arrival of the trains, so that no time 
should be lost in embarking. Chairs 



322 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



are provided and for a fee of six pence 
one of the sailors will be glad to look 
after the passenger's comfort during 
the passage. For those who are in- 
clined to seasickness the two routes 
for the short passage are recom- 
mended, as seasickness on the Channel 
is apt to strike even a good sailor and 




PLAN OF CALAIS. 




the choppy waves of the Channel are 
apt to bring on illness a short time 
after the vessel is under way. The 
boats are all of a superb type and 
make the highest possible speed for 
this kind of a service. The Customs 
inspection going toward Dover is usu- 
ally conducted on the steamer and is 
perfunctory. Tourists who have pur- 



chased "Tauchnitz" or other English 
reprints of copyrighted novels should 
not expose them too prominently on 
the top of the baggage, as these books 
are sold with the understanding that 
they shall not be brought into Eng- 
land. There are other Channel routes, 
such as Dover-Ostend, etc., but we 
only concern ourselves here with the 
London and Paris routes. A full list 
of Channel and North Sea routes fol- 
lows : 

CHANNEL AND NORTH SEA ROUTES 
London — Paris via Dover — Calais 

Folkestone — Boulogne 
' Newhaven — Dieppe 
' Southampton and H a\ r e 
Brussels via Dover — Ostend 
Cologne " Dover — Ostend 

Brussels " Dover — Calais 
Cologne " Dover — Calais 

Brussels " Folkestone — B'lcgne 
Cologne " Folkestone — B'loene 

" Amsterdam " Queenboro — Flushing 
Cologne " Queenboro — flushing 

Berlin " Queenboro — Flushing 

Berlin " Harwich — Hook cf 

Holland 
Hamburg " Harwich 
Esbjerg " Harwich 

Ostend " 

Bordeaux " " 

Cherbourg via Southampton 
St. Malo Southampton 

Rotterdam ' Tilbury 
H ull — Amsterdam 
Antwerp 
Hamburg 
Rotterdam 
" Copenhagen 
Stavenger 
Bergen 
Trondhjem 
Gothenburg 
Christiansand 
Christiania 
Grimsby to Gothenburg 
Grimsby to Rotterdam 
Grimsby to Hamburg 
London to Christiania 
London to Gothenburg 
Newcastle to Bergen 
Grangemouth to Christiania 

All tourist Agents sell tickets and give lists 
of sailings. 

COMPARATIVE VALUES OF ENGLISH 
AND UNITED STATES MONEY. 



d 


$ 


s 


$ 


s 


$ 


£ 


$ 


1 


0.02 


1 


0.24 


12 


2.92 


1 


4.87 


2 


0.04 


2 


0.49 


13 


3.17 


2 


9.74 


3 


0.06 


3 


0.73 


14 


3.41 


3 


14.61 


4 


0.08 


4 


0.97 


15 


3.65 


4 


19.48 


5 


0.10 


5 


1.22 


16 


3.90 


5 


24.35 


6 


0.12 


6 


1.46 


17 


4.14 


6 


29.22 


7 


0.14 


7 


1.71 


18 


4.38 


7 


34.09 


8 


0.16 


8 


1.95 


19 


4.63 


8 


38.96 


9 


0.18 


9 


2.19 






9 


43.83 


10 


0.20 


10 


2.44 






10 


48.87 


11 


0.22 


11 


2.68 











SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



323 



RAILWAY ACCIDENTS IN ENG- 
LAND 

During the year 1908 no passengers 
lost their lives in England in ajcidents 
to the trains in which they were trav- 
eling, while the number that was in- 
jured was only 283. This is a truly 
phenomenal record when the wholesale 
slaughter daily which goes on in our 
own country Is considered. It is im- 







Some Signals. 

possible to open any newspaper with- 
out seeing an account of a railway 
accident somewhere. The trains in 
Great Britain are run in a much more 
careful manner than in this country, 



and when an accident does occur, the 
responsibility is put on the proper au- 
thorities and punishment for neglect 
is swift. It should of course be re- 
membered that the railway system is 
much older than our own and also 
that the distances involved are com- 
paratively small and also that grade 
crossings are practically unknown ex- 
cept at stations where there is ample 
provision for safety appliances. 

BAGGAGE 

In traveling in England the heavy 
baggage which cannot be taken into 
the car with the passenger should be 
placed in the van as near as possible 
to the passenger's compartment. 
When the junction is reached where 
a change is to be made the passenger 
must see to it himself that the baggage 
is taken out of the van and the trans- 
fer made to the luggage van of the 
connecting train. The great inconven- 
ience which is occasioned by this con- 
stant watchfulness has caused the 
English people themselves to travel 
with very little baggage. Porters 
should be used freely in transferring 
the baggage and a small fee of 3 pence 
for one or two small pieces of baggage 
or for one trunk is a small equivalent 
for the services rendered. 



LONDON-PARIS.— Routes, Fares and Distances. 



Depart 

from 

London 



Route 



Fares 



1st Class 2nd Class 







Time 






Sea 


Occu- 


Arrive 


Miles. 


Pas- 


pied 


at 




sage 


in 
Jour- 
ney 


Paris 



Service 



Charing Cross S. E. & C. 
Cannon St., Railway. 
Victoria or Dover and 
Holborn. Calais. 



S. E. & C. 
Railway. 
Folkestone 

and 
Boulogne. 



London 

Bridge i>nd 

Victoria. 



Waterloo. 



L.B.&S.C. 

Railway. 
New Haven 

and 
| Dieppe. 

L. & S. W. 
Railway. 

Southamp- 
ton and 
Havre. 



8. 

16 



10 



18 



13 



d. 


£ 


s. 


d. 




8 


1 


19 


8 


286 





1 


14 


8 


258 


7 


1 


8 





245 


10 


1 


4 


10 


351 



Hours. 



2 
Hours. 



Hours. 



Hours. 



3 Depar- 
Gare du tures 
Nord. Daily. 



2 Depar- 
tures 
Daily. 



4 9 Gare St. 

Hours. Hours. Lazare. 



6 14 

Hours. Hours. 



2 Depar- 
tures 
Daily. 



Nightly 
(except 
Sunday;. 



324 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



RAILROADS IN HOLLAND 

In Holland kilometer tickets are is- 
sued at 15 florins first class, 11^4 
florins second class for 500 kilometers. 
These tickets are available for a year, 
but owing to the short distances 
which separate the cities in Holland it 
is doubtful whether they will prove of 
utility to the average tourist. Circu- 
lar tour tickets are better adapted for 
their use. In Holland children young- 
er than four years pay no railroad 
fare and from four to ten years half 
fare. The spring is the best time to 
visit Holland, although it is much 
sought after at all seasons of the year. 
In the spring may be seen the gay 
flower gardens with their parti-colored 
tulips and hyacinths. 




ITALIAN RAILWAYS. 

The railways in Italy have never been noted 
for their excellence; the speed is not great. 
Wherever possible the trains of the Inter- 
national Sleeping Car Company should be 
secured, and in any event first class tickets 
are recommended, especially when ladies are 
of the party. Tickets on express trains cost 
more than the ordinary trains. The old fashion- 
ed coupes still prevail on many of the trains, 
especially on the less frequented roads, but 
corridor cars are slowly but surely displacing 
them all over Italy. Third class should not 
be taken under any circumstances. The 
price of railroad tickets is stamped on each. 
A return ticket is known as a ritorna. Always 
remember that the Government stamp has 
to be included so that the proper change 
should always be ready, including tfte Govern- 
ment tax. Circular tour tickets are especially 
recommended for Italy, and the subject is 
taken up under "Tours," which see. The 
International Sleeping Car Company, 281 
Fifth Avenue, New York City, have recently 
been appointed agents for this country for 
the Italian railways, and they will be glad to 
send descriptive literature upon application. 
Some of the following terms may prove of 
value to the traveler; A ticket is called 
" biglietto " ; 'the entrance is called "ingresso"; 
the exit, "uscito" ; "partenza" means that 



the train is about to start, corresponding to 
our "all aboard." Compartments where 
smoking is not allowed are labeled "vietato 
di fumare," but it rarely makes very much 
difference, and the ladies should take the 
compartments marked "donne sole." The 
Custom House is called the " l dogana." 




A DUTCH GROUP. 



For a number of years steamships have 
been in the habit of making landings late at 
night at New York, but this entailed serious 
inconvenience to the Custom House and the 
over-worked inspectors. A conference was 
held on March 18, 1910; the result of the 
conference was that night berthing of passen- 
ger steamships was considered essential and 
inevitable. New York with the opening of 
the well-lighted Ambrose Channel has be- 
come an "all night port," and there is no 
reason why steamers should not berth at any 
time of the day or night, which means the 
saving of ten or more hours for both passen- 
gers and cargo. The added time is often 
also valuable for the making of repairs. It 
was also shown that the rivers were in better 
navigable condition at night owing to the 
fact that there were fewer craft around. It 
is probable that the number of baggage 
inspectors, will be increased by about one- 
third to prevent them from being over- 
worked. When ships arrive very late at 
night passengers can remain on board if they 
so desire. 






SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



325 



RAILROADS IN NORWAY AND 
SWEDEN 

Norway and Sweden are usually 
reached by boat from Hull, Newcastle 
and Lftith. It is possible to reach 
these countries by rail by Harwich 
and the Hook of Holland, by the 
Queenboro-Flushing route, or by 
the Dover-Calais route. The trav- 
elers who approach Europe by way of 
Bremen and Hamburg will find them- 
selves only a short distance from the 
frontier. The hotels in Norway, 
Sweden and Denmark make the visitor 
comfortable. Four meals a day are 
nearly always provided. It should be 
noted that the valleys are very hot in 
summer, while the high ground is very 
cold ; therefore, travelers should be 



COPENHAGEN 




prepared for a considerable range of 
climate. Traveling in Norway and 
Sweden is expensive when trips are 
not made by boat. Many of the routes 
call for posting, the expense of which 
varies from 7 cents a mile for a con- 
veyance for one person to 18 cents 
a mile for one or two persons for a 
calache. The hotels are apt to be 
well filled in summer, so that orders 
for horses and rooms should be se- 
cured by mail or telegram. The best 
season for visiting Norway, Sweden 
and Denmark is the summer. Some- 
times visitors go to Norway and Swe- 
den in the winter for the winter 
sports, but these can be had in as 
great variety in the much more acces- 
sible Switzerland. The midnight sun 
is seen from Bodo between May 30th 
and Julv 12th ; from Tromso, from 
Mav 18th to Julv 25th ; from Ham- 



merfest, from May 13th to July 29th, 
and from the North Cape, from May 
11th to August 1st. Bodo is the 
furthest south. Steamers are run 
from Trondhjem to the North Cape 
twice a week, as long as the midnight 
sun is above the horizon. In Sweden 
bicycles for touring purposes are ad- 
mitted free. Tourists who are mem- 
bers of the C. T. C. or other good 
bicycling clubs do not have to pay any 
duty, otherwise a deposit of 30 kr. 
must be made. It should be noted 
that dogs cannot be brought into 
either Norway or Sweden. 

RAILROADS IN RUSSIA 

Russia is best visited during the 
summer months, May, June and July 
being the best for a general trip, but 
St. Petersburg and Moscow should be 
seen in January or February, if pos- 
sible. No attempt, under any circum- 
stances, should be made to enter Rus- 
sia without a passport, which is in 
unimpeachable form and which has 
been viseed at the Russian Consulate. 
Heavy clothing and comfortable trav- 
eling rugs should be provided. For 
the long Russian runs a train served 
with cars of the International Sleep- 
ing Car Co. should be selected. In 
winter the sports consist of skating, 
ice-boat sailing, etc. The sleighs 
are the great vehicles in Russia. 
French is spoken very largely in 
Russia. English-speaking guides will 
prove a convenience in going about St. 
Petersburg and Moscow. The hotels 
in these cities are famous the world 
over for their comfort and the merit 
of their cuisine. Travelers should use 
only the first and second class railway 
accommodations in Russia. The rail- 
way buffets are excellent. The Rus- 
sian winter need not be dreaded, as 
the inhabitants understand keeping 
themselves and their visitors warm 
and comfortable. 

THE TRANS-SIBERIAN 

The section of the International 
Sleeping Car Company's trains is 
composed of first and second class 
cars containing compartments for two 
and four passengers. First class com- 
partments contain two sleeping berths, 
also a dinner chair, special reading 
lamp, accommodations for hand bag- 
gage, and the second class usually has 
a limited number of berth compart- 
ments, the rooms containing four 
berths ; the cars are heated and are 
supplied with electric lights. In the 
dining car meals are served by a chef 



326 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



and staff of waiters, the rate per day 
being seven shillings for three meals. 
A bathroom with hot and cold water 
is provided in each baggage car. 

It should be remembered that every 
visitor to Russia must be provided 
with a passport bearing the vise of 
the Russian Consul. The trip from 
London to Japan occupies about fif- 
teen days, and the railway fares from 
London to the Far East vary from 
33 to 39 pounds, depending on the 
route. Thus we find that the traveler 
going by way of Calais, Brussels, Ber- 
lin, Warsaw, Moscow and Harbin, 
pays £34 13s. 6d., first class ; while 
the fare to Nagasaki is £44 15s. Id., 
first class. By way of St. Petersburg 
there is a slight increase. The sleep- 
ing car fares from Moscow to Khar- 
dine is only six to ten pounds. Special 
leaflets for the trans-Siberian Railway 
can be obtained from the Interna- 
tional Sleeping Car Co. 

RAILROADS IN SPAIN 

The main lines in Spain are fairly 
good, but a traveler should in all 
cases take the first class. Baggage is 
free up to 66 pounds, and the Customs 
examination is lenient. Visitors 
should use either circular tour tickets 
or kilometer tickets, full particulars 




of which will be found elsewhere. 
These tickets should be obtained in 
advance from tourist agents either in 
this country or in Europe, as this will 
save a great deal of trouble. Most of 
these tickets have the advantage 
that they can begin anywhere and fin- 
ish anywhere, and going over the 
Same route if desired. We are now 
referring to the kilometer tickets and 
not to the circular tour tickets, which 
follow a fixed itinerary. The spring 
and autumn are the best seasons for 
Madrid and Central Spain ; the 
autumn, winter and spring are the 
best for Seville, Granada, etc., and 



the late spring is \he best season for 
the Spanish Pyrenees. The best sea- 
son for visiting Portugal is any time 
from June to October. The hotel ac- 
commodation in Spain and Portugal 
leaves very much to be desired. For 
long journeys the cars of the Inter- 
national Sleeping Car Co. are recom- 
mended. 




SWISS TICKETS 

The Swiss Federal Railways have 
an admirable system of mileage and 
season tickets. The following is a 
resume of the rules and regulations 
concerning them. Full maps, infor- 
mation, and beautiful literature can 
be obtained of the Swiss Federal Rail- 
way office, 241 Fifth Avenue, New 
York City. 

Oedinart Tariff of the Swiss Fed- 
eral Railways. 

Single 
I II III 

Cts. Cts. Cts. 
Per kilom 10.4 7.3 5.2 

Return 
I II III 
Cts. Cts. Cts. 
Per kilom 15.6 10.0 6.5 

Luggage, per 100 kilos 5 Cts. 

Validity of Tickets. 

For distances of under 200 kilometers, 
Single Tickets are available for the day 
of issue only ; over 200 kilometers 
tickets are available until midnight of 
the next day. 

Return Tickets are available 10 days, 
including the days of issue and expiry. 
The validity expires at midnight on the 
10th day. 

Transference of Tickets. 

In Switzerland railway tickets are not 
transferable. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



327 



Break of Journey. 

On the Swiss railways passengers 
may without formalities of any kind 
break the journey at all intermediate 
stations. Any exception to this rule is 
mentioned on the ticket. 

' Children's Tickets. 

Children under four years of age 
traveling with their parents are carried 
free, provided they do not occupy a sep- 
arate seat in the compartment. From 
four to twelve years of age, children 
travel at half fares. 

No reduction is made for children on 
the price of Swiss Season Tickets. 

Swiss Combined Tickets are issued 
half-price to children aged 4 to 12. 

Rundreise (International) Tickets are 
issued half-price to children aged 4 to 
10. 

Swiss Season Tickets. 

Season Tickets available during 15, 
30 or 45 days for an unlimited number 
of journeys over all the lines and lakes 
shown on the special railway maps sent on 
request are issued. 

Conditions op Issue. 

1. Season Tickets are issued at the 
following prices, which include a deposit 
of Frs. 5 (see rule 10). 

First Class 
Tickets available for 

15 days, $18.24=Frs. 95. 
30 days, $27.84=Frs. 145. ' 
45 days, $35.52=Frs. 185. 

Second Class 

Tickets available for 

15 days, $13.44=Frs. 70. 

30 days, $20.16=Frs. 105. 

45 days, $25.92=Frs. 135. 

Third Class 

Tickets available for 

15 days, $9.60=Frs. 50. 

30 days, $14.40=Frs. 75. 

45 days, $18.24=Frs. 95. 

No reduction is made for children. 

2. An unmounted photograph of the 
person for whom the ticket is to be is- 
sued must accompany the order for 
same. 

The photograph must be carte-de- 
visite size, the height of the head being 
not less than three-eighths of an inch. 
Smaller photographs will not be accept- 
ed. 

The photograph must not have been 
previously used for a similar purpose, 
and must remain affixed to the ticket. 

3. When applying for Season Tickets, 
passengers must indicate the date on 
which they wish the period of availabil- 
ity to commence. Tickets may be dated 
in advance, but not more than eight 
days ahead of the actual date of issue. 

Season Tickets can not be used in ad- 
vance of the day for which they are 
dated. 

The validity of the ticket expires at 
midnight on the 15th, 30th or 45th day, 
and may under no circumstances be pro- 
longed. 



4. Each ticket must bear the holder's 
signature. 

5. During its validity a Season Ticket 
entitles the holder to an unlimited num- 
ber of journeys by all trains and boats 
shoivn in the official time-tables. 

6. On all steamboats, second and 
third class tickets are available first, and 
second class respectively. 

7. The holders of first class Season 
Tickets wishing to travel by one of the 
International Sleeping Car Company's 
"trains de luxe" must pay the supple- 
mental fares prescribed by the tariffs. 
The holders of second or third class 
tickets wishing to travel by the said 
trains must, in addition, pay the dif- 
ference between the second or third and 
the first class fares. 




A ROCKY CLIMB. 



8. Season Ticket holders are requested 
to retain their tickets in their posses- 
sion and produce them whenever re- 
quired to do so, otherwise the ordinary 
full fare will be charged, and will under 
no circumstances be refunded. 

9. Season Tickets are not transferable. 
The ticket will, with the deposit, be 

confiscated if. any alterations are made 
on it by the holder, or if it is trans- 
ferred to any other person, who will, in 
such case, be called upon to pay the or- 
dinary full fare and be liable to prose- 
cution. 

10. The deposit (see rule 12) will be 
refunded upon the ticket with photo- 
graph attached being surrendered, in 
Switzerland, before noon on the day af- 
ter expiration, at any of the booking of- 



328 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



fices of the railways or steamboat com- 
panies concerned. The ticket can also 
be sent by post to any of the said book- 
ing offices, but must be posted within 
the stipulated time. 

The deposit is forfeited if the ticket 
is not surrendered, or if it is surrend- 
ered too late, unless a further ticket be 
taken dated in continuation of the first. 

11. No refund is granted for lost 15- 
day tickets. 

Only in exceptional cases (death, ill- 
ness proved by medical certificate) is 
any allowance made for partly-used 
tickets, and then only for those avail- 
able for 30 and 45 days. 

12. A fuller extract of the rules and 
regulations will be found in the tickets. 

13. On the lines of the undermention- 
ed railways and steamboat companies, 
the holders of Season Tickets are enti- 
tled to the following reductions on or- 
dinary fares : 

Uetliberg Railway, 20 per cent reduc- 
tion on ordinary fares. 

Arth-Rigi Railway, 20 per cent reduc- 
tion from Arth-Goldau to Rigi-Kulm, 
Rigi-Staffel, Wolfertsehen-First and 
Rigi-Klosterli or vice versa (ascent, de- 
scent or return.) 

Vitnau-Rigi Railway, 20 per cent re- 
duction on single and return tickets 
from Vitznau to Rigi-Kaltbad. Rigi-Staf- 
fel and Rigi-Kulm or vice versa. 

Rigi-Scheidegg Railway, 20 per cent 
reduction on single and return tickets 
from Rigi-Kaltbad to Rigi-Scheidegg or 
vice versa. 

Brunnen-Morschach Railway, 20 per 
cent reduction on ordinary single and 
return tickets. 

Stanserhorn Railway, 20 per cent re- 
duction on return tickets. 

Brienz-Rothorn Railway, 20 per cent 
reduction on ordinary return tickets. 

Interlaken-Harder Railway, 10 per 
cent reduction on ordinary fares (as- 
cent, descent or return). 

Beatenberg Railway, 20 per cent re- 
duction on single and return tickets. 

Bern-Worb Railway. 50 per cent re- 
duction on single and return tickets. 

Gurten Electric Railway. 20 per cent 
reduction on single and return tickets. 

Territet-Glion-Rochers de Naye Rail- 
way, 50 per cent reduction on Territet- 
Rochers de Naye return tickets. 

Aigle-Leysin Railway, 50 per cent re- 
duction on single and return tickets. 

Monthey-Champery Railway, 20 per 
cent reduction on single and return 
tickets. 

Martigny-Chatelard Railway, 20 per 
cent reduction on single and return 
tickets. 

Monte-Generoso Railway, 20 per cent 
reduction on return tickets Capolago- 
Bellavista, Capolago-Generoso-Kulm and 
Bellavista-Generoso-Kulm. 

Lake of Zug Steamboat Company, 50 
per cent reduction on single and return 
tickets. 



SWISS COMBINED TICKETS. 

1. Combined Tickets for journeys of 
not less than 200 kilometers (not count- 
ing diligence drives) are issued 

in Switzerland: at all the principal 
stations (other stations also accept or- 
ders) ; 

abroad: at Constance, DeJlc and Pon- 
tarlier stations; at the Agency of the 
tiiriss Federal Railways in Paris, 20 Rue 
Lafayette. 

2. Combined Tickets are issued: (a) 
for circular journeys; (h) for -return 
journeys over the same lines; (c) for 
partly circular and partly return jour- 
neys. 

The journey must be ended at the 
station at which it was commenced, ex- 
cept in certain cases mentioned in the 
tariff. 

3. Orders for tickets must be given in 
writing, at least 4 hours in advance at 
the principal stations and two clear 
days in advance at other statious. 

4. The tariff and necessary order- 
forms can be obtained free of charge at 
any station, also at the London and 
Paris agencies of the Swiss Federal 
Railways. 

5. The validity of Combined Tickets 
is 45 days and can under no circum- 
stances be extended. 

6. A ticket can be composed of rail 
and steamboat coupons of different 
classes ; it can also include diligence 
coupons, but for the latter no reduction 
is allowed on the ordinary full fares. 

Circular and Pleasure Tickets With 
Fixed Itineraries. 
Apart from Combined Tickets, all the 
principal stations issue Circular and 
Pleasure Tickets with fixed itineraries. 
Pamphlets giving full . particulars of 
these tickets can be obtained free of 
charge at the Swiss Federal Railways' 
stations. No notice required for such 
tickets. 

International Rundreise Tickets. 

1. Rundreise Tickets covering the 
greater part of Europe are issued at 
Berne, Zurich and Lausanne stations, 
also at the Alsace-Lorraine booking-of 
fice (Swiss Federal Station), the Bade-J, 
State Railway booking-office (Badischer 
Bahnhof) at Bale and Bocquin & Co.'s 
Travel Bureau at Geneva ; they can also 
be ordered in advance at any of the 
other principal S. F. R. stations. 

2. Ruudreise Tickets are issued in 
London and all the other chief cities of 
Europe. 

3. The tickets are issued : fa) for cir- 
cular journeys ; (b) for return journeys 
over the same lines ; (e) for partly cir- 
cular and partly return journeys. 

4. A ticket can be composed of rail 
and steamboat coupons of different 
classes. 

5. Rundreise Tickets are not issued 
for journevs of less than 600 kilometers. 

6. The validitv of tickets is 60 days 
for journeys of *600 to 3000 kilometers, 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



.329 



90 days for journeys of 3001 to 5000 

kilometers and 120 days for all dis- 
tances above 5000 kilometers. 

7. Tickets must be ordered at least 6 
hours in advance at the issuing sta- 
tions and 2 days in advance at other 
station.;. The necessary order-forms are 
supplied fv<- of charge by the stations 
and the Eundreise tariff is issued at 
cost price. 

When ordering tickets at Swiss sta- 
tions a deposit; of 2 francs per ticket 
must be paid. The deposit is refunded 
when the tickets are called for ; in the 
event of the tickets not being called for 
the deposit is confiscated. 



Hand Luggage. 

The- weight of hand luggage allowed 
is io kilos i 22 Ibs.i per passenger 
Only small packages are allowed, such 
:i conveniently be placed in the lug- 
gage racks. Articles whose presence Is 
either dangerous or objectionable to 
other passengers, cannot be taken into 
the compartment. 

Registration op Luggage. 

As a rule only personal effects, in 
trunks, gladstone bags, etc., <»w be reg- 
istered. The following objects can also 
be registered, provided they belong to 
passengers traveling by the same train : 




SUMMIT OF THE JUNGFRAU. 



Dogs Accompanying Their Mastebs. 

Passengers must themselves place 
then- flogs in the luggage-van at the 
station of departure, convey them from 
"ne van to another when changing 
trains, and claim them immediately on 
arrival. 

Only small pet, dogs which are car- 
rier) by their owners are allowed in the 
compartments, provided the other pas- 
sengers do not object. The guard can 
have any dog removed from the com- 
partment . 

r Tickets must in all cases be taken. 
I he rate for dogs is '.', centimes per kilo- 
meter. 



perambulators, invalid chairs, bicycles 
and motor cycles; lor one person I with 
benzine or petrol tanks properly emptied 
or electric accumulators removed), skis, 
ordinary luges and toboggans (bob- 
sleighs excepted); also commercial trav- 
elers' sample trunks. The weight of 
any package must not exceed 1 oo kilos. 

Exceptionally, articles which do nol 
come under this beading are conveyed 
as registered luggage, provided they are 
not too bulky for conveyance per pas- 
senger train and the weighl of same 
does not exceed lot) kilos. 

On the Swiss railways and steamboats 
no luggage is allowed i'vi-c beyond the 
prescribed amount of hand luggage 



330 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Customs Examinations. 

(a) At frontier stations. 

Passengers must be present at the 
Customs examination of their luggage, 
which takes place at the following fron- 
tier stations : 

Entering Switzerland: — Bale, S. F. R. 
(traveling via Mulhausen), Bale, B. B. 
(traveling via Carlsruhe), Bouveret, 
Buchs (Austrian frontier), Campocolog- 
no, Chatelard, Chiasso, Constance, Gras- 
sier, Domodossola, Geneva - Cornavin 
(traveling via Lyons and Ma"con) and 
Geneva-Eaux-Vives (.traveling via Anne- 
masse), Le Locle, Luino, Porrentruy, 
Romanshorn, Rorschach, Schaffhausen, 
Singen, St. Margrethen, Vallorbe, Les 
Verrieres-Suisse and Waldshut. 

Leaving Switzerland: — Bale, S. F. R. 
(traveling towards Mulhausen), Bale, B. 
B. (traveling towards Carlsruhe), Belle- 
garde, Bregenz, Buchs (Austrian fron- 
tier), Chamounix, Chiasso, Constance, 
Delle, Divonne, Domodossola, Friedrich- 
shafen, Lindau, Luino, Morteau, Pontar- 
lier, Singen, St. Margrethen, Tirano and 
Waldshut. 

In transit via Switzerland, luggage 
registered through is not examined by 
the Swiss Customs. 

(b) In Switzerland 

(Unaccompanied registered luggage.) 
Should the owners of luggage regis- 
tered through to Berne, Chur, Lausanne, 
Lucerne, Montreux, St. Oallen or Zurich 
not be present at the frontier station 
when the Customs examinations takes 
place, such luggage will be sent on to 
the inland Customs offices at the afore- 
said stations, where it will be examined. 

Buffets. 

Liquid Refreshment and . hot Meals 
can be obtained at the following sta- 
tions : Aarau, Airolo, Arth-Goldau, 
Bale S. F. R., Bale Baden State Ry. Sta- 
tion, Berne, Bellinzona, Biasca, Bienne, 
Bouveret, Brigue, Briinig, Buchs (Aus- 
trian frontier), Biilach, .Chatelard, La 
Chaux-de-Fonds, Chiasso, Chur, Con- 
stance, Dachsen, DelSmont, Delle, Domo- 
dossola, Fribourg, Geneva, Glarus, G6- 
schenen, Langnau, Lausanne, Locarno, 
Lucerne, Lugano, Luino, Neuchatel, 01- 
ten, Payerne, Pontarlier, Porrentruy, 
Rapperswil, Romanshorn, Romont, Ror- 
schach (Station and Harbor), St. Gallen, 
St. Margrethen, St. Maurice, Sargans. 
Schaffhausen, Singen, New Solothurn. 
Sonceboz-Sombeval, Stalden, Tbun, Tur- 
gi, Viege, Waldshut, Weesen, Wil, Win- 
terthur, Yverdon, Zermatt, Zug and Zu- 
rich. 

Liquid Refreshment and cold Meals 
can be obtained at the following sta- 
tions : Baden, Bex, Bischofszell, Biiren 
o/A., Herzogenbuchsee, Lenzburg, Mor- 
ges, Muri, Oensingen, Rothkreuz, St. 
Ursanne, Sarnen, Scherzligen, Old Solo- 
thurn, Vevey, Wald, Wangen o /Aar, 
Wohlen-Villmergen and Zurich-Enge. 



Public Holidays. 

In Switzerland, in addition to Sun- 
days, the public holidays are New Year's 
Day, Good Friday, Ascension Day and 
Christmas. 

Diligences. 

Conveyance of Passengers and Luggage. 

Maximum rates per kilometer. — On 
mountain routes and other extra-difficult 
routes: 30 cts. per seat outside (coupe 
or banquette), 25 cts. inside. On all 
other routes the fares are 20 cts. out- 
side and 15 cts. inside. The extra rate 
for mountain routes is charged from 
15th June to 15th September only. — 
Children aged 2 to 7 pay half fares : 
full fares when all the seats are taken 
and an extra carriage has to be pro- 
vided for one child only. 

Return tickets are issued, available 
for 3 days (72 hours, counting from the 
time of departure to the time of start- 
ing for the homeward journey) ; reduc- 
tion of 10% on ordinary single fares. 

Subscription tickets for 10 journeys, 
available during three months, are is- 
sued at the following price : 10 times 
the ordinary fare, less 20% (half fares 
for children under seven). 

Luggage. — Small hand luggage is al- 
lowed free inside the diligence, provided 
its presence does not cause inconveni- 
ence to other passengers. Bulky lug- 
gage, such as trunks, boxes, gladstbne 
bags, etc., is weighed and charged for. 

On journeys for which the fare does 
not exceed 15 cts. per kilometer, adults 
are entitled to a free allowance of 15 
kilos; children to 7y 2 kilos. 

On other journeys, the fares for 
which, from 15th June to 15th Sep- 
tember, exceed 15 cts. per kilometer, 
adults are entitled to a free allowance 
of 10 kilos, children to 5 kilos. The 
full weight is charged for when in ex- 
cess of the free allowance. 

Extra-Post. — Extra-Post may be or- 
dered at any time, in advance, at the 
post-offices on the principal mountain 
routes. Special fares are charged. 

Dogs. — No dogs (or any other ani- 
mals) are allowed inside the diligence. 



The publications of the United States 
Hydrographic Office consist of three classes: 
first, navigators' charts, containing some 
1,700 individual titles relating to all oceans 
and coasts, two books on sailing, directions, 
manuals, and instructions, 38 titles in all; 
three periodical publications, such as weekly 
notices to mariners, weekly hydrographic 
bulletin and weekly and monthly pilot charts, 
also daily memorandum and aerograms. The 
amount of information which is obtained is 
surprising, thus ocean observers send any 
matter relative to port facilities, navigational 
methods and instruction, discoloring of water, 
icebergs, derelicts, dangerous wrecks, calm- 
ing seas with oil. location of whales and seals, 
strandings, aberrations of sound, stellar 
navigation, rocks, shoals, soundings, changes 
in aid of navigation, ocean and tidal records, 
magnetic variation and deviation. 



TOURS 



TOURS IN THE BRITISH ISLES 



The following tours are specimens 
of what the great tourist companies, 
the American Express Company, etc., 
can provide. These itineraries can be 
altered to suit the requirements of 
individual passengers. It should be 
noted that where optional routes are 
given, the passengers must state at 
the time of booking their ticket which 
route is desired. Like all tours, the 
rates are subject to change without 
notice. The variation, however, is not 
usually very great. 




WELLS CATHEDRAL 

LONDON TO LIVERPOOL. 

B 1-. Via Shakespeare Country and Ches- 
ter. London, Rugby, Leamington, Warwick, 
Kenilworth, Coventry, Lichfield, Stafford, 
Chester, Liverpool. 1st Class, £1/9/0 (S7.ll); 
2nd Class, £1/0/8 ($5.06); 3rd Class, £0/16/6 
($4.04). 

B 2. London, Windsor, Oxford, Leaming- 
ton, Warwick, Stratford-on-Avon, Shrews- 
bury, Chester, Liverpool. 1st Class, £1/9/0 
($7.11); 2nd Class, £1/0/8 ($5.06); 3rd Class, 
£0/16/6 ($4.04). 

B 3. Via Windsor, River Thames and 
Shakespeare Country. London, Windsor, 
Steamer to Henley and Oxford, rail Leaming- 
ton, Warwick, coach to Kenilworth, Strat- 
ford-on-Avon, and back to Warwick, rail 
Chester and Liverpool. 1st Class, £2/11/3 
($12.56); 2nd Class £2/1/6 ($10.17); 3rd 
Class, £1/17/6 ($9.19). 

B 4. Via Wye Valley and Chester. Lon- 
don, Windsor, Gloucester, Chepstow, Tintern, 
Monmouth, Ross, Hereford, Ludlow, Shrews- 
bury, Chester, Liverpool. 1st Class, £1/9/0 
($7.11); 2nd Class, £1/0/8 ($5.06); 3rd 
Class, £0/16/6 ($4.04). 

B. 5. Via Bath and Chester. London, 
Windsor, Bath, Bristol, Abergavenny, Here- 
ford, Ludlow, Shrewsbury, Chester, Liverpool, 



1st Class, £1/17/0 ($9.07); 2nd Class, £1/5/0 
($6.13); 3rd Class, £1/0/0 ($4.90). 

B 6. Via Cathedrals and Dukeries. Lon- 
don, Peterboro', Worksop, Liverpool. 1st 
Class, £1/9/0 ($7.11); 3rd Class, £0/16/6 
($4.04). 

B 7. Via Cathedrals. London, Cam- 
bridge, Eli, Lincoln, Liverpool. 1st Class, 
£1/9/0 ($7.11); 3rd Class, £0/16/6 ($4.04). 

B 8. Via Shakespeare Country, Chester, 
and English Lakes. London, Oxford, Leam- 
ington, Warwick, Stratford, Chester, Liver- 
pool, Penrith, Keswick, coach Honister Pass, 
Buttermere, Newlands Vale, Keswick, coach 
via Grasmere and Ambleside to Winder- 
mere, rail Liverpool. 1st Class, £3/12/0 
) $17.64); 2nd Class, £2/9/8 ($12.17); 3rd 
Class, £2/3/6 ($10.66). 

B 9. Via Cathedrals and English Lakes, 
London, Peterboro', Lincoln, York, Penrith, 
and same as B 8. 1st Class, £3/1 1/1 ($17.42) 
3rd Class, £2/4/8 ($10.95). 

B 10. Via Southern Cathedrals, Cornish 
and Devon Coast, Wales and Chester. Lon- 
don, Winchester, Salisbury, Exeter, Torquay, 
Plymouth, St. Austell, Truro, Falmouth, 
Penzance, Newquay, coach St. Columb and 
Wadebridge, rail Camelford, coach Tintagel, 
Boscastle, Bude, Clovelly, Bideford, rail 
Ilfracombe, coach Lvnton and Minehead, rail 
Taunton, Wells, Bath, Bristol, Hereford, 
Shrewsbury, Barmouth, Portmadoc, Carnar- 
von, Llanberis, coach to Beddgelert (for Aber 
Glaslyn), Bettws-y-Coed, rail Chester and 
Liverpool. 1st Class, £8/19/7 ($44.00); 2nd 
Class, £6/10/6 ($31.97); 3rd Class, £5/13/1 
($27.71). 

. B 11. Via North Devon, Chester, Scotland 
and English Lakes. London, Exeter, Bide- 
ford (for Clovelly), Ilfracombe, coach to 
Lynton and Minehead, rail Bristol, Shrews- 
bury, Chester, Edinburgh, Sterling, Trossacha, 
Lochs Katrine and Lomond, Glasgow, Pen- 
rith, and same as B 8. 1st Class, £9/12/6 
($47.16); 3rd Class, £5/14/10 ($28.13). 

B 12. Via North Devon, Wye Valley and 
Wales. London, Exeter, Bideford, Ilfra- 
combe, coach Lynton and Minehead, 
rail Bristol, Chepstow, Tintern, Monmouth, 
Ross, Hereford, Shrewsbury, Barmouth, 
Portmadoc, Carnarvon, Llanberis, coach to 
Beddgelert (for Aber Glaslyn) and Bettws- 
y-Coed, rail to Llandudno, Chester, and Liver- 
pool. 1st Class, £6/2/7 ($30.03); 2nd Class, 
£4/4/8 ($20.74); 3rd Class, £3/13/2 ($17.93). 

B 13. Via North Devon, Shakespeare 
Country and Chester. Same as B 12 to 
Bristol, thence Oxford, Leamington, Warwick, 
Stratford-on-Avon, Chester and Liverpool. 
1st Class, £4/17/6 ($23.89); 2nd Class, 

Continued on page 335. 



331 



332 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 




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SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



333 





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334 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 




A TWO DAYS' TRIP 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



335 



Continued from page 331. 

£3/6/8 ($16.33); 3rd Class, £2/15/4 ($13.56). 

B 14. Via Cathedrals, Scotland and 
English Lakes. London, Peterboro', Lincoln, 
York, Durham, Melrose or Berwick, Edin- 
burgh, Stirling, Trossachs, Lochs Katrine and 
Lomond, Glasgow, Penrith, thence same as 
B8. 1st Class, £6/11/4 ($32.18); 3rd Class. 
£4/1/1 ($19.87). 

B 15. Via Oxford, Shakespeare Country, 
Cathedrals, Scotland and English Lakes. 



B 10 to Bristol, via Fishguard, Roaslare, 
Waterford, Killarney, coach via Glengariff 
to Bantry, rail to Cork and Queenstown 
1st Class, £9/19/2 ($48.80) ; 3rd Class, £6/2/2 
($29.93). 

B 17. Via Shakespeare Country and North 
Wales. London, Rugby, Leamington, War- 
wick, Kenilworth, Coventry, Lichfield, Chester, 
Rhyl, Bangor, Holyhead, Dublin (Westland 
Row), Killarney, coach via Glengariff to 
Bantry, rail to Cork and Queenstown. 1st 



CAlTgftSUftY "CATKEDiAl. 




London, Windsor, Oxford, Leamington, 
[Warwick, Stratford-on-Avon, Lincoln, York, 
jDurham, Berwick or Melrose, Edinburgh, 
Stirling, Trossachs, Lochs Katrine and 
j Lomond, Glasgow, Penrith, Keswick, coach 
iHa Grasmere to Ambleside, steamer to Lake 
side, rail Furness Abbey, Chester and Liver- 
pool. 1st Class, £7/6/5 ($35.87); 3rd Class, 
; £4/5/6 ($20.95). 

; LONDON TO QUEENSTOWN. 

B 16. Via Southern Cathedrals, Cornish 
md Devon Coast and Irish Lakes. Same aB 



Class, £4/18/5 ($24.11); 2nd Class, a£3/19/2 
($19.40); 3rd Class, b£3/1/10 ($15.15). 

A 1st Class Bantry to Cork and Holyhead 
to Kingstown. 

b 1st Class Holyhead to Kingstown. 

B 18. Via Shakespeare Country, English 
Lakes, Scotland, Belfast and Killarney. 
Same as B 17 to Chester, thence rail Winder- 
mere, coach via Ambleside and Grasmere to 
Keswick, rail Edinburgh, Stirling and Callan- 
der, coach and boat via Trossachs, Lochs 
Katrine and Lomond to Balloch, rail Glasgow, 



336 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Ardrossan, steamer Belfast, rail Dublin, Kil- 
larney, coach via Glengariff to Bantry, rail 
to Cork and Queenstown. 1st Class, B £8/17/4 
($43.45); 2nd Class, c£6/8/6 ($31.48); 3rd 
Class, £5/2/4 ($25.07). 

B 19. Via South Wales. London, Wind- 
sor, Bath, Bristol or Gloucester, Fishguard, 
Rosslare, Waterford, Killarney, thence same 
as B 18. 1st Class, £4/9/7 ($21.95); 3rd 
Class, a£2/6/8 (J11.43). 

B 20. Via North Devon, Western Cathe- 
drals and South of Ireland. London, Salis- 
bury, Exeter, Bideford, (for Clovelly), Ilfra- 
combe, coach via Lynton to Minehead, rail 
Wells, Bath, Bristol, thence same as B 19, 
1st Class, £7/3/0 ($35.04); 3rd Class, a£4/3/1 
($20.38). 

B 21. Via Cathedrals, Scotland and North 
of Ireland. London, Cambridge, Ely, Peter- 
boro', Lincoln, York, Durham, Melrose or 
Berwick Edinburgh, thence same as B 18, 
1st Class, £8/7/1 ($40.94): 2nd Class, c£6/3/l 
($30.10); 3rd Class, b£4/16/11 ($23.75). 



as B 23. 1st Class, £4/0/10 ($19.80); 3rd 
Class, £2/10/6 ($12.37). 

B 25. London, Cambridge, Ely, Peter- 
boro', Lincoln, York, Durham, Berwick or 
Melrose, Edinburgh, thence same as B 23, 
1st Class, £4/5/4 ($20.91) ; 3rd Class, £2/12/5 
($12.84). 

B 26. Via Cathedrals and Edinburgh, 
London, Cambridge, Ely, Lincoln, York, 
Durham, Melrose or Berwick, Edinburgh, 
Glasgow. 1st Class, £2/18/0 ($14.21); 3rd 
Class, £1/13/0 ($8.09). 

COMBINED TOURS. 

LONDON— BACK TO LONDON. 

B 27. Via Windsor, River Thames and 
University Cities. London, Windsor, steam- 
er to Henley, rail Oxford, Cambridge, London, 
1st Class, £1/15/1 ($8.60); 3rd Class, £0/19/7 
($4.80). 

B 28. Via Shakespeare Country, Dublin, 
South of Ireland. London, Leamington, 
Warwick, Kenilworth, Coventry, Lichfield, 




SHAKESPEARE MEMORIAL THEATRE 



ANN HATHA WAY'S COTTAGE 



LONDON TO GLASGOW. 

B 22. Via Shakespeare Country and Eng- 
lish Lakes. London, Rugby, Leamington, 
Warwick, Kenilworth, Coventry, Lichfield, 
Stafford, Windermere, coach via Ambleside, 
Gnismere to Keswick, rail Edinburgh and 
Glasgow. 1st Class, £3/7/7 ($16.56); 3rd 
Class, £1/19/7 ($9.70). 

B 23. Via Shakespeare Country and 
Trossachs. London, Rugby, Leamington, 
Warwick, Kenilworth, Coventry, Lichfield, 
Stafford, Chester, Carlisle, Edinburgh, Stirling, 
Trossachs, Lochs Katrine anoV Lomond, 
Glasgow. 1st Class, £4/7/6 ($21.44); 3rd 
Class, £2/11/7 ($12.64). 

B 24. Via Cathedrals and Trossachs. 

•London, Peterboro', Lincoln, York, Durham, 

Berwick or Melrose, Edinburgh, thence same 

a 1st boat Fishguard to Rosslare, 5s. 6d. 
extra. 

b 1st boat Ardrossan to Belfast, 5s. 6d. 
extra. 

c 3rd in England and Scotland, 1st Steam- 
er, 2nd Ireland. 



Chester, Rhyl, Bangor, Holyhead, Kings- 
town, Dublin, Killarney, coach via • Glen- 
gariff to Bantry, rail Cork, Dublin, steamer 
to Holyhead, rail to London. 1st Class, 
£6/13/0 ($32.59); 2nd Class, a£5/7/3 
($26.28); 3rd Class, a£3/15/6 ($18.50). 

a 1st class boat Holyhead to Kingstown. 

B 29. Via English Lakes, Belfast and 
North of Ireland, North Wales. London, 
Keswick, coach via Grasmere to Ambleside, 
steamer to Lake side, rail Furness Abbey and 
Barrow, steamer Belfast, rail Lame, car to 
Giant's Causeway, rail Portrush, Belfast, 
Dublin (Kingstown), Holyhead, Carnarvon, 
Llanberis, coach to Beddgelert and Bettws- 
y-Coed, rail Llandudno, Chester and London, 
1st Class, £8/14/8 ($42.79); 2nd Class, 
a£6/12/0 ($32.34); 3rd Class, a£5/17/1 
($28.69). 

a 3rd Class on Furness Railway and 1st 
Class on Steamers. 

B 30. Via English Lakes, Scotland, 
Cathedrals. London, Windermere, coach 
via Ambleside and Grasmere to Keswick, 
coach Honister Pass, Buttermere, Newlands 



SCIENTIFIC AMERICAN HANDBOOK 01 TRAVEL 



WM 



Vale, Keswick, rail Glasgow, Balloch, steamer 
and coach Lochs Lomond and Katrine 
acbs, Callander, rail to Stirling, Edin 
burgh, Melrose or Berwick, Durham, York, 
Peterboro', London. 1st Class, £7/12/3 
($37.30); 3rd Claes, £4/15/3 ($23,34) 

Ji2J. ^Ma Cathedral* and Scotland, Lon- 
don, Peterboro', York, Durham, Edinburgh, 
Glasgow, steamer via Kyles of J' >i t.<- and 
Crinan Canal to Oban, steamei to Port 
William and Inverness, via Caledonian Canal, 
rail to Aberdeen and Ballater, coach to Brae 
nun (via Balmoral) and Blairgowru 
Edinburgh, London (King's Cross) 1st 
£9/9/0 ($46.31); 3rd Class £4/10/11 
r$24.48y. 

B 32, Via Cathedrals, Scotland, Ireland, 
North Wales and Shakespeare 1 o 
London, Cambridge, Ely, Peterboro', Lincoln, 
York, Durham, Melrose or Jierwiek, Edin- 
burgh, Stirling, Troseachs, Lochs Katrine and 
Lomond, Glasgow, Belfast, Dublin, Killarney, 
coach via Glengariff to Bantry, fail Cork, 

Dublin, (Kingstown), steamei H0I3 

rail Carnarvon, Llanberi coa< h to Beddgelert 
an<i Bettws*y-Coed, rail Chester, Hhrews- 
bury, Stratford-on-Avon, Warwick, J. <-.;).;;, 
ington, Oxford, Windsor, London, 1st Class, 
£12/5/11 ($60.25); 2nd Claes, b£9/Q/U 
($44.33r, 3rd Class, c£7/)0/2 ($36,79), 



Sketch Map '',/jy/<n////o/» 

fthomnff/tov/,- oJ/Jro/ Trm \ f;j,/ ( jj, ,- lf/ / on fa 
/row /jOiif/on.. ' Ta/nuin/rfjm 

v>. Motor- ueamwgwi 

"<* gar * tofienilworlTi, 
*Zm$2 ;Ura//ord^- 
*^i.mt — ,^ anaoCLCH 



Shot Tiny ,■ 



STRATrOfW 
ON AVON 



'OlAHLCCOTS \ . 
PAHH £ 



BANBUfir 

'//I OK b 



QHDOH 



fi£APIN6> (PABomro/t) 



AN INTERESTING TOUR 

b Mixed Class: 3rd in England and Scot- 
land, 1st Steamer, 2nd J /'-.land. 

C let < 

B 13 English J..-. otland, Ire- 

land, North Wales and Shakespeare Cwntry. 
London, Windermere, co.-fch via Amble- 
side to Keswick coach Hotustei Pass, But- 
termere, Newlands Vale, Keswick, rail Edin- 
burgh, thence same as B 32. Jf.t I 
£12/14/(> ($62.35); 2nd Class a£9/10/H 
<$M.7H); 3rd Class, b£8/0/2 ($39.24) 

a nixed Class; 3rd in England and Scot 
land, Ut Steamer, 2nd Ireland, 

jj let Class on Steam* 

B34, Via HI.: Country, Wale* 

London, Leamington, Chester, 
1 1 y-Coed, coach via Beddgelert to Llan 
rail Carnarvon and Barmouth, 81 
bury, Bristol, Minehead, coach to Lynton and 
[lfracombe, rail Bideford, Exeter, Sal 

r, London, 1st Class, £7/11/5 
($37.10); 2nd Class, £.0/1/10 ($24.9fi 

B 35, Via W 
London, Windsor, Bath. Wells, Minehead, 
coach to Lynton and Ihracombe, rail Bide* 
ford (for Clovelly), Exeter, Torquay, Dart- 
mouth, Salisbury, Winchester, London, 
£5/0/8 ($24.66); 2nd Class, £3/7/4 
'$10 50, 3rd Class, £2/15/11 ($13.70). 



B 16 '• ..: bakespeare Country and Cathe 
drals London, Windsor, Oxford, Stratford 
on-Avon, Warwick, Leamington, Rugby, 
Peterboro' i Ely, Cambridge, London Let 
£2/4/7 ($10.92); 3rd Class £1/3/6 
($5.76). 

B 37. Via English Lakes. London, 
Windermere, coach via Ambleside and Gras 
mere to K il to London 1st Class, 

£4/0/0 ($21,03); 2nd Class £2/12/0 ($12,74); 
3rd Class, £2/7/0 ($11,52) 

B 38 Via Cathedral Cities, South Coast 
Isle of Wight and pears 

Country. London, Canterbury, Blastings, 
Brighton, Portsmouth, Vcnt.no/, thence from 
Southampton, Salisbury, Wells, Bath, Didcot, 
Oxford, Leamington, Warwick, coach to 
Kenilworth, Stratford-on Avon, and return 
to Warwick, Peterboro', Ely, Cambridge. 
London. 1st Class, £5/7/2 ($26.26); 2nd 
4£3/10/5 ($17.25); 3rd Class, £3/1/2 
($14.98), 

a 3rd Class Cambridge to London, 

B 39. Via South Coast Resort* and Ca- 
thedral Cities London, Canterbury, BJas- 
I ogs, Brighton, Portsmouth (for Isle of 
Wight.;. Winch talisbury, Oxford 

Windsor, London, 1st Class, £3/3/10 '$15.- 
04 ; ; 2nd Class, £2/0/11 ($10,03); 3rd Class, 
£1/12/4 ($7,02 

Extension to Tours Embracing .Scotland. 

Including Oban, Crinan Canal, and Kyle* of 

Bute. Extra. 1st Class, £0/1/81 ($4.43); 
3rd Class, £0/10/0 ($2,57)., 

Including Oban, Caledonian Canal, Invei 
ness and Perth. Extra, let Class, £2/4/7 
'$10.02,; 3rd Class, el/4/6 ($6 00) 

(Applicable to Tours, Nos, G 11, 14, 15, 18, 

2J, 23, 24, 25,30, 32, 33) 

HOR1 lav TRIPS PRO •! LONDO 

London and South 

Railway {9%m rtb London Railway, 

ind trip i 
The Terrace Gardens, from which is gained 
one of the prettiest rural and 

/ in the world; Richmond Park irith 
Richmond Hill and White Lc 
dence before bej marriage of the Pnna 

Ogurc;-; in Scott's Heart of Midlothian; 
Kingston and Hampton Court. Palaei 
by; at Kingston in the Market Place enclosed 
in rai. ,;,<: irberen 

Saxon kings were crowned. 

Wivdsob Ca*tle Great Western (21 J4 
miles), or London <v. South Western Railway 

(25|^ miles); fare third class 3s. Od. roufid 

trip. Residence of Eng gn. State 

Apartments open 1 u idt i •., Wedm 

days, and J J a. m to 5 p. m, 

April to September inclusive, ivben the Court 
is not in residence, and to ascertain which, 
consult newspapers, Admission Tm 
Thursdays and Saturdays Is,, children 0d , 

-J- devoted to charities; Wedm 
and Bank Holidays free, Albert Memorial 
chapel and Round Towei open same da 
tune--; Curfew 'J owe; can be seen any day 
on application to the Keeper; 
Chapel opei i ,i Friday from 

J 2.30 to 4 j, /;i ; North 

d a •/ < i ■ i i . i • T« ind 

Court i« away, from 2 to 4 p m.; Royal Stables 

•<ol may I daily from 

J to 2,30 p, m., and between J and 3 p, m. 

when con; | nt Vfsitori 



338 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



book and are accompanied round by a groom; 
Round Tower should be ascended to view the 
panorama of the Thames valley; Priceless 
artistic treasures in State Apartments; 
Waterloo Chamber used for banquets and 
theatrical performances, hung exclusively 
with portraits of persons associated with 
Napoleon's military downfall. Home Park 
adjoins Castle Windsor; Great Park of 18,000 
acres and Long Walk; At Southern End of 
Great Park is Virginia Water with ruins 
brought from Tripoli and re-erected on edge 
of Lake. Eton College immediately oppo- 
site Windsor on opposite side of river, Britain's 
greatest School. 

TOURS FROM GLASGOW TO WESTERN 
HIGHLANDS. 

1. Occupying one day. — By R. M. S. 
"Columba." From Glasgow, via Kyles of 
Bute to Tarbert or Ardrishaig and back. 



thwaite Lake, 3s. 6d. ($0.86); Buttermere 
and Crummpch Lakes, 6s. ($1.47). 

THE ENGLISH LAKES. 

The English Lake District (Wordsworth's 
Country) may be roughly described as 
bounded by the Irish Sea and Morecambe 
Bay on the west and south, the London and 
North Western Railway from Lancaster to 
Carlisle on the east, and a line drawn from 
Penrith to Workington on the north. From 
Shap summit on the eastern side to St. Bees 
Head on the western boundary lies a contin- 
uous zigzagging ridge of watershed on which 
the summits soar to over 3,000 feet; the 
mountainous passes to be found in the ridges 
referred to being nowhere lower than about 
1,000 feet. From the main ridge there are 
transverse ridges striking north and south and 
these with their intervening valleys and lakes 
make up a configuration of surface famed for 




LICHFIELD CATHEDRAL 

Fares: Cabin, 6s. ($1.47); Fore-cabin, 3s. 
6d. ($0.86); or, including breakfast, dinner 
and tea: Cabin, 10s. 6d. ($2.58); Fore-cabin, 
7a. ($1.72). 

2. Occupying two days. Glasgow to Oban 
via Kyles of Bute and Lochawe, returning 
via Cnnan Canal, &c. Fares: Cabin and 1st 
Class, 22s. 6d. ($5.52); Cabin and 3rd Class, 
21s. ($5.15); Steerage and 3rd Class, 17s. 6d. 
($4.29). 

3. Occupying three days. Same as No. 
2 above, but including one day excursion 
from Oban to Staff a (Fingal's Cave), Iona 
(Cathedral, &c). Fares : same as No. 2, 
with 15s. ($3.68) additional for Staffa and 
Iona excursion. 

4. Occupying five days. Glasgow, via 
Kyles of Bute, Crinan Canal, Oban, Mull and 
Skye to Gairloch, coach via Loch Maree to 
Achnasheen and rail to Inverness, and steamer 
by Caledonian Canal, Ballachulish, and Oban 
to Glasgow. Fares: Cabin and 1st Class, 
70s. 9d. ($17.34); Cabin and 3rd Class, 68s. 
3d. ($16.73); Steerage and 3rd Class, 49a. 
9d. ($12.19). 

Extension to Tours Embracing English 
Lakes. Coaching Tours from Keswich: 
Derwentwater Lake, 2s. 6d. ($0.61); Bassen- 



KENILWORTH CASTLE 

its infinite wealth of form and detail; herein 
is cradled the English "Lucerne." 

The highest summits in the district are 
Scafell Pike (3,210 feet), Scafell (3,166 feet), 
Helvellyn (3,118 feet) and Skiddaw (3,450 
feet). 

The Lakes or Meres number sixteen; the 
largest of them being Windermere, Thirlmere, 
Ullswater, Coniston, and Derwentwater. 
Besides the principal lakes there are innumer- 
able mountain tarns. A feature of the 
district is the great number of mountain 
passes all easily accessible to the pedestrian. 
Cragsmen who must see the top will also find 
many peaks to interest them; but before 
attempting to scale the sides of the mountains 
here they will do well to consult a little book, 
"Rock Climbing in the English Lake 
District" by O. Glynne Jones, or some other 
reliable treatise on the subject. Professor 
Wilson writes of one of the lakes (Wastwater) : 

"There is a lake hid far among the hills 
That raves around the throne of solitude; 
Not fed by gentle streams or playful rills, 
But headlong cataract or rushing flood." 
Although the English Lake District is famed 
as being one of the earth's beauty spots, it has 
also another notable feature — the great an- 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



339 



tiquity of its abbeys, ecclesiastical ruins and 
churches. 

Furness Abbey (Furness Abbey Station), 
which dates from the twelfth century, is a 
monastic ruin of great interest, still possess- 
ing architectural styles from the transitional 
Norman to the Perpendicular of the sixteenth 
century protraying each successive period. 
The line of Norman arches on the east side of 
the cloister is said to be the finest specimen 
of the kind in the kingdom, while the next 
period, Early English, has few examples as 



cians and the abbey became great and power- 
ful, exercising regal sway over the surrounding 
country, but subsequently it underwent the 
usual fate of such houses at the Dissolution. 
Nature, however, ever kind, has smoothed 
over all the old wounds of demolition, and, 
contemplated alone from an artistic stand- 
point, this ancient ruin, tinted with age, in its 
green wooded setting, now forms a striking and 
impressive bit of scenic composition. 

The antiquarian may find much of interest 
at all the towns and villages of the district. 




CONISTON— ENGLISH LAKE DISTRICT 



beautiful as the centre in the Chapter House. 
In the Abbot's Chapel are two effigies of 
Norman Knights (12th century), said to be 
the only ones in England. Regarded his- 
torically, it may be briefly stated that Furness 
Abbey was founded originally by a number of 
monks from Savigny, in 1124. Their first 
location was Tulket, near Preston. In 1127, 
Stephen, Count of Bologne and Mortain, and 
later King of England, bestowed upon these 
monks a large part of his possessions in Fur- 
ness for the purpose of founding an abbey. 
The monks moved from Tulket to the Furness 
site and built Furness Abbey. Eventually 
their order was incorporated with the Cister- 



At Grasmere a church was founded before 
the Conquest, and the town now possesses a 
fine old church dedicated to St. Oswald, King 
of Northumbria (634-642) ; the lower part of 
this church-tower being very ancient; the 
west gable has a thirteenth century window. 
The ancient custom of rush-bearing still sur- 
vives in Grasmere on the eve of St. Oswald's 
Day. At Kendal, the capital town of West- 
moreland.is a ruined castle which was a strong- 
hold from time immemorial; in the sixteenth 
century it belonged to the Parrs as Lords of 
Kendal and it is famous as the birthplace of 
Catherine Parr, the last consort of Henry 
VIII. Five miles from Kendal is Levens 



340 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Hall, containing a tower dating from the 
tweltth century. The gardens around this 
famous mansion are topiaric in arrangement 
and were laid out in the time of King James 
II; they are still maintained as the best 
specimen of the style in England. The walks 
and arbors are shaded by yews, hollies, and 
other evergreens, cut into a variety of gro- 
tesque shapes and forms. These interesting 
gardens are occasionally open to the public 
on certain days at the convenience of the 



Hawkshead. — A quaint and very irregu- 
larly outlined town, contains Grammar School 
at which Wordsworth was educated; the 
school was founded in 15S5 by Archb. Sandys. 

Coniston.— Situated at foot of Old Man 
Mountain. John Ruskin (1819-1900) buried 
here. Near at hand is Tent House, where 
Tennyson once lived. 

Ambleside. — One of the most beautiful 
points in the district. Coach communication 
with Waterhead, Grasmere, WindermeTe, 




tr,rtO£*m£*( 



Swamer Routes 

Coach Tovrs 



MAP OF THE LAKE DISTRICT 



owner. In this district is a famous glen — 
the locality of Mrs. Humphry Ward's 
"Helbeck of Bannisdale." Many* volumes 
have been written on its folklore and charms, 
but space only permits us here to mention a 
few of the interesting points regarding this 
region. We give below a short compendium 
of places, all intensely attractive to the visitor. 
Windermere. — 300 feet above the lake. 
Adjoining Windermere is Bowness, starting 
point for steamers plying on Lake Winder- 
mere at frequent intervals during the day and 
calling at numerous points. Entire tour of 
the lake (2 hrs. 3/-; 75c). Boats and 
launches may be hired. 



Coniston, Keswick, Patterdale, etc. Stock 
Gill Force is near by; this is a romantic water- 
fall, 70 ft. high, with very picturesque sur- 
roundings. Excellent views of lake and 
mountain scenery. Ambleside is on the 
Windermere-Keswick coach route. 

Grasmere. — On Keswick- Win derm ere 
coach route. St. Oswald's Church. Dove 
Cottage, home of Wordsworth; also the grave 
of the poet located here. 

Keswick. — (For Derwentwater Lake, But- 
termore, etc.) Located here is Greta Hall, 
home of Southey. Shelley also lived at 
Keswick for a time. Lead Pencil factories 
(to which visitors are admitted). Museum 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



341 



(containing model of Lake District). Many- 
interesting side trips can be planned to start 
from here, — Buttermere Lake, Cockermouth 
(birthplace of Wordsworth, Thirlmere, 
Druid Circle, Vale of St. John, etc. 

Penrith. — (Northern gateway to Lake 
District, junction for Keswick.) Old Castle; 
at Salkeld (3 miles) is a Druid Circle known as 
"Long Meg and her daughters." 

Oxenholme (junction for Kendal and Win- 
dermere passengers). 

Carnforth (junction for Furness Railway 
passengers to Lake District) 

ROUTES THROUGH LAKE DISTRICT. 

1. Lv. L. & N. W. main line at Oxenholme, 
proceed Windermere, coach to Keswick via 
Ambleside and Grasmere, thence rail to 
Penrith. Or vice versa. Cost — 



is in the Direct territory of the London & 
North Western Railway. This company 
sends attractive literature from their New 
York Office, 287 Fifth Avenue, New York. 

SIDE TRIPS THROUGH 
HOLLAND 

The Queenboro-Flushing route is 
a very convenient route for reach- 
ing Holland, or, in fact, any part of 
the Continent. The ride from Lon- 
don to Queenboro is GO miles. The 
trip through the mouth of the Thames 
is most interesting. The time of cross- 
ing from Queensboro to Flushing, port 
to port, takes from 6 to 7 hours, but 
not over 2% hours at most is occu- 




THE AMSTEL AT AMSTERDAM 



1st Class $2.98 (12/2) 
2nd Class 2.25 ( 9/2) 
3rd Class 2.18 ( 8/11) 

2. Oxenholme, rail to Windermere; coach 
Ambleside, coach Patterdale, steamer Pooley 
Bridge, coach Penrith. Or vice versa. 
Cost— 

1st Class $2.50 (10/2) 
2nd Class 2.28 ( 9/3) 

3. Lv. L. & N. W. Ry at Carnforth, rail 
to Furness Abbey, rail to Lake Side (Winder- 
mere), steamer to Ambleside, coach to Kes- 
wick via Grasmere, rail to Penrith. Or 
vice versa. Cost — 

1st Class $4.15 (16/11) 
3rd Class 2.69 (10/5 ) 
The foregoing rates include 1st class on all 
steamers and coaches. The Lake District 



pied by crossing the open Channel. 
The greater part of the passage is in 
calm water under the shelter of land. 
The Flushing route permits of a stop 
at Middelbourg, famous for its histori- 
cal buildings and the quaint and char- 
acteristic dresses of the peasantry. 

Rotterdam is, after Amsterdam, the 
largest city in the Netherlands, and 
is a place of great commercial impor- 
tance, as the canals accommodate large 
vessels. Rotterdam is also reached by 
the steamers of the Holland-America 
Line, which disembark their passen- 
gers at the Hook of Holland, the trip 



342 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



to Rotterdam itself being made by 
rail. From Rotterdam a train should 
be taken to Delft. The Hague is then 
reached, and an excursion should be 
made to Scheveningen. After the re- 
turn to The Hague, the journey 
should be made to Leiden, which, 
while not on the line of the Nether- 
lands State Railways, is readily ac- 
cessible. From Leiden a trip should 
be made to Haarlem, from which city 
Amsterdam is readily reached. Am- 
sterdam is the center for a number of 
interesting excursions, such as Zaan- 
dam and the Island of Marken. Other 
excursions may be made to Alkmaar. 
A week can be very pleasantly spent 
in Holland, but those who cannot 
spend so much time will find that the 
excursion can be made in three days, 
as per the annexed schedules, which 
have been prepared by the Netherlands 




TOWN HALL 
Veere, near Middelbourg 

State Railways. They give three and 
five-day excursions, but these trips 
may be extended to a week or ten 
days if desired. It should be noted 
that this schedule does not call for a 
stop at Leiden or Haarlem, both of 
which are particularly recommended ; 



but tickets are issued covering this 
route at about the same fares. 

SIDE TRIPS THROUGH HOLLAND. 
FROM LONDON. 

(Victoria, Holborn or St. Paul Sta- 
tions.) 
Twice daily,, also Sundays. 
3 Days. 

Leave London ; leave Queenboro Pier ; 
arrive Flushing ; leave Flusning ; arrive 
Middelbourg Stop half day. 

Hotels. — Hotel Abdy, Grand Hotel, 
Hotel Nieuwe Doelen. Rates, $2.25- 
$3.25. 

Leave Middelbourg ; arrive Dordrecht. 
Stop four hours. 

Leave Dordrecht ; arrive The Hague. 
Stop one day. 



HARWICH 




ONDON 

LIVERPOOL St. STATION 



s " ANTWERP 



WUSSELS 



PARIS 



THE ANTWERP ROUTE 

Hotels.— Hotel d'Angleterre, Hotel de 
l'Europe, Hotel Central, Hotel Zalm, 
Hotel de Bellevue. Rates, $2.00-$4.00. 

Leave The Hague (via Gouda) ; ar- 
rive Amsterdam. Stop one day. 

Hotels. — Amstel Hotel, Victoria Ho- 
tel, Bible Hotel, American Hotel, Hotel 
Krasnapolsky. Rates, $2.00-$4.00. 

Leave Amsterdam ; arrive Flushing ; 
arrive London. 



COST 




TICKET 




from London 




2d Class 




through Holland 


1st 


Rail and 


2d 


to 


Class 


1st Class 
Steamer 


Class 


London 


$15.12 


$13.41 


$10.23 


Brussels 


13.52 


11.11 


9.15 


Paris 


18.89 


14.95 


12.99 




14.21 


11.61 


9.65 


Hamburg 


18.25 


14.42 


12.46 


Berlin 


21.15 


16.32 


14.36 



FROM LONDON. 

(Victoria, Holborn or St. Paul Sta- 
tions.) 

Twice Daily, also Sundays. 
5 Days. 
Leave London : leave Queenboro Pier ; 
arrive Flushing ; arrive Middelbourg. 
Stop half day. 

Hotels. — Hotel Abdy, Grand Hotel, 
Hotel Nieuwe Doelen. Rates, $2.25- 
$3.25. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



343 



Leave Middelbourg; arrive Dordrecht. 
Stop three hours. 

Leave Dordrecht ; arrive Rotterdam 
(Beurs Station). Stop night. 

Hotels. — Hotel Coomans, Hotel Ley- 
graaff. ,Average rate, $1.00 room and 
breakfast. 

Leave Rotterdam (D. P. Station) ; ar- 
rive Delft. Stop five hours. 

Leave Delft ; arrive The Hague. Stop 
one day. 

Hotels. — Hotel d'Angleterre, Hotel de 
l'Europe, Hotel Central, Hotel Zalm, 
Hotel de Bellevue. Rates, $2.00-$4.00. 



Zoitcloyttolhris 
via>.7to7lcLnd&l$euyiu?n, 
GreatHasternRv- Co's. 

J\trMneStecaners. haarlem 
Urw-ich-HooTrgfJfolland 
route 



AMSTERDAM 



HAGUE 



HARWICH^ 




WTTERDAM 
101 MILES ^ OELFT ' 

HOOK Of rH 
LONDON ^*ANTWEJ\ 

LiyERPOOLST.STATIOM ^BRUSSELS 



PARIS 



AN EASY ROUTE TO HOLLAND 



Leave The Hague (via Gouda) ; ar- 
rive Gouda. Stop one hour. 

Leave Gouda ; arrive Utrecht. Stop 
half day. 

Hotels. — Hotel des Pays-Bas, Hotel 
Kasteel van Antwerpen. Average rate, 
$1.00. 

Leave Utrecht ; arrive Amsterdam. 
Stop one and one-half days. 

Hotels. — Amstel Hotel, Victoria Ho- 
tel, Bible Hotel, American Hotel, Hotel 
Krasnapolsky. Rates, $2.00-$4.00. 

Leave Amsterdam ; arrive Flushing : 
arrive London. 




A GROUP OF MARKEN MEN 



COST 
from London 
through Holland 
to 



1st 
Class 



London.. ...... $15.70 

Brussels. 14.09 

Paris 19.47 

Cologne 14.79 

Hamburg 18.82 

Berlin 21.73 



TICKET 

2d Class 
Rail and 
1st Class 
Steamer 

$13.93 
11.64 
. 15.48 
12.14 
14.95 
18.84 



2d 
Class 

$10.75 
9.68 
13.52 
10.18 
12.99 
14.88 



FIFTY INDEPENDENT TOURS 
THROUGH EUROPE. 

The following list of fifty inde- 
pendent tours through Europe was 
gotten up by one of the large Ger- 
man (the Hamburg-American) steam- 
ship companies, and a start is made 
from their arrival ports. This list is 
very good, but it should be noted that 
the rates are subject to change with- 
out notice, as are all rates. Consult 
the tourist agencies, steamship com- 
panies or the American Express Com- 
pany before ordering tickets for tours. 
They can often supply circular tour 
tickets at a great saving. 

Tour No. 1. 

Cherbourg — Paris — Lyons — Mar- 
seilles — Cannes — Nice — Monte Carlo 
— San Remo — Genoa — Pisa — Florence — 
Venice — Milan — Como — ( Italian Lakes ) 
— Bellagio — Menaggio — Lugano — Lui- 
no — Locarno — St. Gotthard — Lucerne 

— Bale — Paris — Cherbourg. 

Fare : 1st class, $70.15 ; 2d class rail, 
1st class steamer, $55.90. 

Ticket good for 90 days. 

NOTE: — Tour can be made in either 

direction. 

Tour No. 2. 

Cherbourg — Paris — Geneve — Lau- 
sanne — Martigny — Brigue — Domodos- 
sola, — Stresa — Italian Lakes — Laveno — 
Luino — Lugano — Menaggio — Bellagio 

— Como — Milano — Venice — Pontebba 
— Tarvis — Villach — Glandorf — Amstet- 
ten — Vienna — Linz — Salzburg — Mu- 
nich — Dresden — Berlin— Frankfort o /M. 
— Mayence, rail or steamer to Cologne 
--Amsterdam — The Hague — Hoek v. 
Holland — London. 

Fare : 1st class, $99.90 : 2d class rail, 
1st class steamer, $70.65. 

Ticket good for 90 days. 

NOTE: — Tour can be made in either 
direction. 

Tour No. 3. 

Cherbourg — Paris — Bale — Berne — 
Thun — Scherzligen — Interlaken — Lu- 
cerne — Zurich — Arth Goldau — Bellin- 
zona — Lugano — Chiasso — Milan — Ve- 
rona — Venice — Udine — Pontebba — ■ 



:u\ 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Qlandorf Amstetten Vienna Dres 
don Berlin Hamburg. 

Pare; 1st class, miss;.. 2d class, 
s i j 86, 

Ticket good tor 00 days. 

\(»//'. row con be modi- in either 
direction, 

TOl K NO, 1 

Cherbourg Paris Geneve Lau 
sanne Montreux Martlgny Brlgue 
Domodossola Stress Italian Makes 
Laveno Lutno Lugano Menagg!o 
Como Milan Verona Venice 
Florence Rome Naples. 

Pare: 1st class, $50.65; 2d class rail, 
isi class steamer, $87.40. 

n. ket good for 90 days. 

KOTB: r<>ur con be mode iii either 

direction. 

TOl i; No. 5. 

Cherbourg Paris Lyons Mar- 
seilles Cannes Nice Monte Carlo 
s.-in Remo Genoa Pisa Rome Na 
pies Rome Florence Venice Mes- 
tre Portogruaro Cervlgnano Mon 
falcone Nabresina Trlest Vienna 
Salaburg Munich Stuttgarl 
Strassburg Paris Calais Dover 
London. 

Pare: 1st class, $118.70: 2d class 
rail. 1st iiass steamer, $84.40, 
Ticket good for 120 (lavs. 

\ OTB: -Tow can be mode in either 

direction. 

Toub No, 6, 

Cherbourg Paris Strassburg — 
Stuttgart Nuremberg Bger Karls- 

bad Tepllti Bodenbach Dresden 
Berlin Frankfort o M. Mayence or 
Wiesbaden- Rtideshelm, rail or steamer 
to Cologne Amsterdam The Hague - 
Rotterdam —Antwerp Brussels Os 
tende -Dover London. 

Faro: 1st class, $68.75; 2d class rail. 
isr class steamer, $47.00.. 

Ticket good for 90 days. 

ffOTB: — row con be made in either 
direction. 

Toub No. : 
Cherbourg Paris - strasshnrs — 
Stuttgarl ulm Munich Salaburg - 

Vienna Tetschen Dresden 

Berlin Prankfort M.- Mayence or 
Wiesbaden Rudesheim, rail or steamer 
to Cologne Amsterdam The Hague 
Rotterdam Antwerp — Kmsseis ( >» 
tende Dover —London. 

Faro: 1st class. $82.10 : 2d class rail. 
1st class steamer. $56.10. 

Ti< ket good for 90 days. 
tfOTB; — Tour can be made in either 

dii (i H©». 

Toub No. s. 
Cherbourg— Paris Meta — Saar- 
hrhekon Frankfort o M. - Berlin 
Dresden Hof Munich — Innsbruck 
Bosen -Trient — Verona Venice— Mi- 



lan Genoa San Remo Venttmlglla 

Monte Carlo Nice Cannes Marseilles 
Lyons Paris Calais London. 
Pare: 1st .lass. $100.20; 2d class. 

$70.85. 

Ticket gOOd for 90 days. 
\ ()/'/'. Tour con he mode in either 
direction. 



Toub No. 
Cherbourg Parts 







Lyons Mar 
Monte Carlo 
Fisa Rome Na 

Venice 



settles Cannes Nice 
San Remo Genoa 
pies Komc Florence Venice Ve- 
rona Milan Genoa. 

Pare: 1st class. $69.75; I'd class. 
$49.80. 

Ticket ixooi\ for 90 da vs. 

\ 0TB: row 0OM be modi in either 
direction, 

Toub No. 10. 
Cherbourg Paris Lyons - Mar- 

seilles Cannes Nice Genoa with 

North German Floyd steamer to Na- 
ples Rome Florence Venice - 
Verona Milan Genoa. 

Pare: 1st class. $70.90; 2d class 
rail, 1st class steamer. $55.50. 
Ticket good for 90 days. 

\ 0TB; lour con be mode in either 
direction. 

Toub No. 11. 

Cherbourg Paris Lyons — Mar- 
seilles Cannes Nice Monte Carlo 
San - Remo Genoa Milan -Verona 
Bo en Brenner Innsbruck Munich 

Nuremberg or direct Leipsic Berlin 

Hamburg, 

Fare: 1st class. $65.60; 2d class. 
•15411.00. 

Ticket good for 'JO days 

\ OTB: four con be mode in either 
direction. 

Toub No. 12. 

Cherbourg Paris Lyons — Mar- 
seilles Cannes Nice Monte Carlo — 
Mentone and hack to Nice Cannes 
Marseilles Lyons Belfort — Strass 
burg Frankfurt M. — Berlin — Ham- 
burg. 

Fare: 1st class. $66.90; 2d class. 
$46.70. 

Ticket good for 00 days. 

VOTB: Tour con be mode in either 
direction. 

Torn No. IS. 

Cherbourg Paris Bordeaux — 
Biarrtta [run (separate a trip 

through Spain) thence commencing 
Portbou Cette Marseilles Cannes 

Nice Vlnttmille- San Remo — Genoa 

Milan Verona Venice Verona 

Desensano (Lake Garda) — Rlva — Mori 
-Trient Bosen Innsbruck — Munich 
Nuremberg or direct Leipsic -Berlin 

Frankfort o M. Mayence or Wiesba- 
den Rudesheim rail or steamer to Co- 
logne-Amsterdam The Hague Ket- 



Sdl 






terdam --Antwerp — Brussels — Ostende 
London. 
Fare: 1st '0: 2d 

rail, 1 st da - 00. 

Ticket good for 120 daj 

tlirtf. " 

-0. 14. 

99 — Pisa — Naples — Rome — 
Florence — Venice — ■ Milan — Como — 
Italian Lakes — Menaggio — (Lake .steam- 
er) — 'Lugano — Luino — Pallanz- 

at — Luino — Locarno — Bale — 
gj or Heidelberg — Ma 



rail, 
Ticket good for 9>6 ck 

ode in either 
Hon. 

I fo. 16. 

mo — Nice — Monte Car- 
a — Milan — ' ice — 

Florence— Pisa — Rome — Naples 
boat Na- -,,■- aliana to 

Palermo — by rail to Girgenti — Catania 
— Syracuse — Taormina — Messina — 
?gio — Nan 




MEK DE GLACE 

From the Montanvert 



rail or Rhine steamer fcc pie — Paris 

— Cherbo . ! 

Fare: lat els " 2d class rail, 

.ass steamer. $52,70. 

Ticket good for 00 days. 
/.£.• — 7o»/r am ^c mode In t I 
Hon. 

Tor; a No. 15. 

>a — Monte Carlo — Nice — wit: 
viera steamer to Genoa — Milan— I 

"hard — Lucerne — Pale — 

rmrg or Heidelberg — Frankfort 
o M. — Mayenee — by rail or steam 
Cologne — Paris — Calais — Dover — Lon- 
don. 



Fare: 1st cla- 2 2d class 

rail, 1st class stear. 15. 

Ticket good for 00 days. 
'TE: — Tour can l>e made in either 
dtrectUm. 

Tor;R No. 
. ">a — Milan — Verona — V 
' — Verona — Desenzano — via L 
da to Riva — Mori — Bozen — Innsb." 
Landeck . '/. ;\ — Lucerne 

— St. Gotth'ard — Lugano — I It 
Lakes; — Menaggio — Be! . mo — 

Milan — Genoa. 

Fare : 1st c. "" _ iass rail, 

_ 
Ticket good for 66 days. 



346 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



NOTE: — Tour can be made in either 
direction. 

Tour No. 18. 

Hamburg — Berlin — Dresden — 
Munich — Lindau — (Lake Constance) 
Zurich — Lucerne — Alpnacht — Inter- 
laken — Spiez — Zweisimmen — Montreux 
— Vevey — Lausanne — Bale — Strass- 
burg or Heidelberg — Frankfort o /M. — 
Mayence or Wiesbaden — Rudesheim — 
rail or steamer Mayence or Rudesheim 
to Cologne — Amsterdam — Leiden — The 
Hague — Antwerp — Brussels — Paris 
— Calais — Dover — London. 

Fare : 1st class, $74.90 ; 2d class rail, 
1st class steamer, $53.40. 



Tour No. 20. 

Hamburg — Berlin — Breslau — 
Oderberg — Budapest — Zimony — Bel- 
grad — Constantinople — by Austrian 
Lloyd to Brindisi — Foggia — Naples — ■ 
Rome — Firenze — Venice — Verona — Mi- 
lan — Genoa — San Remo — Ventimiglia 
— Monte Carlo — Nice — Cannes — Mar- 
seilles — Lyons — Paris — Calais — Lon- 
don. 

Fare : 1st class, $151.90 ; 2d class 
rail, 1st class steamer, $116.00. 
Ticket good for 120 days. 

NOTE: — Tour can be made in either 
direction. 











• ■ , ■ ■' .. .- m^M 


' p 


{BBS ^f"i ;r l8 


jfp^l^^ 1 " *' fs |jp 


§ 


i 




J^f- 




fS/RP 




~~" ' ' ri^wn '^BHrijE^ 


feto 






f * 




1 




kI 








' ■ 



GENEVA, SWITZERLAND 



Ticket good for 90 days. 
NOTE: — Tour can be made in either 
direction. 

Tour No. 19. 

Hamburg — Berlin — Dresden 1 — Mu- 
nich— Lindau — (Lake Constance) Zurich 
— Lucerne — Fluelen — Chiasso — ■ 
Milan — Genoa — Ventimiglia — Mar- 
seilles — Cette — Portbou — thence com- 
mencing — Hendaye — Bordeaux — 
Paris — Calais — London. 

Fare : 1st class, $78.45 ; 2d class rail, 
1st class steamer, $55.20. 

Ticket good for 90 days. 

NOTE: — Tour can be made in, either 
direction. 



Tour No. 21. 



Hamburg — Berlin — Dresden — Tet- 
schen — Vienna — Budapest — Fiume — 
(Abazzia) Triest — steamer to Venice — 
Verona — Milan — Genoa — San Remo — 
Monte Carlo — Nice — Cannes — Marseilles 
— Lyons — Paris — Brussels — Ostende 
— Dover — London. 

Fare : 1st class, $81.90 ; 2d class, 
1st class steamer, $58.50. 

Ticket good for 90 days. 

NOTE: — Tour can be made in either 
direction. 

Tour No. 22. 

Hamburg — Frankfort o /M. — Strass- 
burg — Belfort — Lyons — Marseilles — 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



347 



Cannes — Nice — Monte Carlo — San Remo 
— Genoa — Milan — Verona — Bren- 
ner — Munich — Nuremberg or direct 
Leipsic — Berlin — Hamburg. 

Fare : 1st class, $73.10 : 2d class, 
$51.25. 

Ticket good for 90 days. 

NOTE: — Tour can be made in either 
direction. 

Tour No. 23. 

Hamburg — Frankfort o /M. — Strass- 
burg — Belfort — Lyons — Marseilles — 
Cannes — Nice — Monte Carlo — San Remo 
— Genoa — Milan — Verona — Venice — ' 
Florence — Rome — Naples. 

Fare : 1st class, $61.80 ; 2d class, 
$44.80. 



sheim or Frankfurt o /M. — Mayence— by 
rail or steamer from Mayence or Rude- 
sheim, to Cologne — rail Amsterdam — 
Leiden — Hague — Rotterdam — Antwerp 
— Brussels — Paris — Cherbourg. 

Fare : 1st class, $48.65 ; 2d class 
rail, 1st class steamer, $33.30. 

Ticket good for 60 days. 

NOTE: — Tour can be made in either 
direction. 

Tour No. 26. 

Hamburg — ■ Berlin ■ — Dresden — 
Leipsic — Weimar — Eisenbach — 
Frankfort o/M. — Wiesbaden — Rude- 
sheim or Mayence — by rail or steamer 
to Cologne — rail Amsterdam — Leiden — 
The Hague — Rotterdam — Antwerp — 
Bruxelles — Paris — Cherbourg. 




BOB SLEIGH RUN AT ST. MORITZ 



Ticket good for 90 days. 

NOTE: — Tour can be made in either 
direction. 

Tour No. 24. 

Hamburg — Berlin — Dresden — 
Tetschen — Vienna — Salzburg — Mu- 
nich — Stuttgart — Strassburg — Paris — - 
Cherbourg. 

Fare : 1st class. $53.40 ; 2d class, 
$37.25. 

Ticket good for 60 days. 

NOTE: — Tour can be made in either 
direction. 

Tour No. 25. 
Hamburg — Berlin — Dresden — ■ 
Karlsbad — Eger — Nuremberg — 
Frankfort o /M. — Wiesbaden — Rude- 



Fare : 1st class, $45.75 ; 2d class 
rail, 1st class steamer, $31.00. 

Ticket good for 90 days. 
NOTE: — Tour can be made in either 
direction. 

Tour No. 27. 

Hamburg — Hanover — Bebra — 
Wiirzburg — Nuremberg — or direct to 
Munich — Lindau — (Lake Constance) — 
Zurich — Lucerne — Brienz — Inter- 
laken — Spiez — Montreux — by rail or 
steamer via Lausanne to Geneve and di- 
rect to Paris — Cherbourg. 

Fare : 1st class, $47.75 ; 2d class 
rail, 1st class steamer, $33.60. 
Ticket good for 60 days. 

NOTE: — Tour can be made in either 
direction. 



34£ 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Tour No. 
Hamburg — Berlin - 
denbach — Karlsbad 
Vienna — Salzburg — 



28. 

- Dresden — Bo- 

— Marienbad — 
Munich — Stutt- 

Calais — 



gart — Strassburg — Paris 
Dover — London. 

Fare : 1st class, $67.35 ; 2d class 
rail, 1st class steamer, $45.00. 
Ticket good for 60 days. 

NOTE: — Tour can be made in either 
direction. 

Tour No. 29. 
Hamburg — Cologne — Amsterdam — - 
Leiden — The Hague — Rotterdam — Ant- 
werp — Brussels — Paris — Bale — Lau- 
sanne — by rail or steamer to Geneve — 
Montreux — rail Spiez — Interlaken — ■ 



Fare : 1st class, $57.70 ; 2d class 
rail, 1st class steamer, $40.60. 
Ticket good for 60 days. 

NOTE: — Tour can be made in either 
direction. 

Tour No. 31. 

Hamburg — Berlin — Breslau — 
Dresden — Nuremberg — Munich — Lin- 
dau — (Lake Constance) — Zurich — Lu- 
cerne — Berne — Bale — Strassburg or Hei- 
delberg — Frankfort o /M. — Wiesbaden — 
liiidesheim or Frankfort o /M. — Mayence 
— by rail or steamer from Mayence or 
Rudesheim to Cologne — rail Amsterdam 
— Leiden — The Hague — Rotterdam — 




CASTLE OF CHILLON, LAKE OF GENEVA 



Brienz — Lucerne — Zurich — St. Gotthard 
— Lugano — (Italian Lakes) — Menaggio 
— Bellagio — Como — Milan — Venice 
— Florence — Rome — Naples. 

Fare : 1st class, $74.40 ; 2d class 
rail, 1st class steamer, $53.40. * 
Ticket good for 90 days. 

NOTE: — Tour can be made in either 
direction. 

Tour No. 30. 
Hamburg — Berlin — Dresden — 
Karlsbad — Eger — Nuremberg — Mu- 
nich — - Lindau — (Lake Constance) — 
Zurich — Lucerne — Berne — Lau- 
sanne — by rail or steamer to Geneve — 
Paris — Calais — by steamer to Dover — 
London. 



Antwerp — Brussels — Paris — Calais — 
boat to Dover — London. 

Fare : 1st class, $78.20 ; 2d class 
rail, 1st class steamer, $54.10. 

Ticket good for 90 days. 
. NOTE: — Tour can be made in either 
direction. 

Tour No. 32. 

London — Dover — Calais — Paris — 
Geneve — Lausanne — Montreux — Zwei- 
simmen — Interlaken — Lucerne — Zu- 
rich - — (Lake Constance) Lindau — 
Munich — Salzburg — Vienna — Tet- 
schen — Dresden — Berlin — Frankfort 
o /M. — Mayence — rail or steamer to Co- 
logne — Hamburg. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



•349 



Fare : 1st class, $86.25 ; 2d class 
rail, 1st class steamer, $59.90. 

Ticket good for 90 days. 

Tour can be made in either 



XOTE 
direction 



Tour No. 33. 



London — Dover — Calais — Paris — 
Alt Muensterol — Bale — St. Gotthard — ■ 
Bellinzona — Lugano — Chiasso — Milan 
— Verona — Venice — Bologna — Flor- 
ence — Rome — Naples — by rail Reggio 
— Messina — Catania — Siracusa — Cani- 
catti — Girgenti — Termini Imerese — Pa- 
lermo — by steamer Navigazione Generale 
Ital. — Naples. 



Fare: 1st class. $80 50: 2d 
rail, 1st cla«s steamer, $59.40. 



class 



XOTE 
direction 



Ticket good for 90 days. 

Tour can be made in either 



Tour No. 34. 



London — Hook of Holland — Tbe 
Hague — Amsterdam — Cologne — Ber- 
lin — Dresden — Tetschen — Vienna — 
Semmering — Venice — Milan — Como 
— ( Italian Lakes ) — Menaggio — Lugano 
— Luino — Laveno — Stresa— Domodos- 
sola — Lausanne — Geneve — Berne — 
Interlaken — Lucerne — Zurich — Bale — 
Strassburg or Heidelberg — -Frankfort 
o /M. — Mayence or Wiesbaden — Riide- 
sheim — rail o^r steamer to Cologne — 
Brussels — Paris — Cherbourg. 

Fare : 1st class, $105.35 ; 2d class 
rail, 1st class steamer, $74.55. 

Ticket good for 120 days. 



NOTE: — Tour 
direction. 



can be made in either 



Tour No. 35. 

London — Dover — Calais — Paris — - 
Brussels — Antwerp — ■ Rotterdam — The 
Hague — Amsterdam — Cologne — 
Frankfort o /M. — Nuremberg — Munich — 
Salzburg — Linz — Vienna — Budapest — ■ 
Belgrad — Constantinople — by Austrian 
Lloyd to Brindisi — Foggia — Naples — 
Rome — Firenze — Venice — Milan — Como 
— Italian Lakes — Bellagio — Menaggio — 
Lugano — Bellinzona — St. Gottbard — Lu- 
cerne — Zurich — Lake Constance — Lindau 
— Munich — Dresden — Berlin — ■> Ham- 
burg. 

Fare : 1st class. $172.35 : 2d class 
rail, 1st class steamer, $130.35. 

Ticket good for 120 days. 

XOTE: — Tour can be made in either 
direction. 



Tour No. 36. 

London — Hook of Holland — Rotter- 
dam — The Hague — Amsterdam — Cologne 
— by rail or steamer Mayence — Frank- 
fort o /M. — Berlin — Dresden — Hof — 
Munich — Innsbruck — Bozen — Meran — 
Mori — Lake Garda — Riva — Desenzano — 
Verona — Venice — Florence — Pisa 
— Nervi — Genoa — San Remo — Venti- 
miglia — Monte Carlo — Nice — Cannes — 
Marseilles — Lyons — Paris — Cherbourg. 

Fare : 1st class, $98.95 ; 2d class rail, 
1st class steamer, $70.95. 

Ticket good for 90 days. 

XOTE: — Tour can be made in either 
direction. 



Tour No. 37. 

London — Dover — by steamer to Calais 
— Paris — Lyons — Marseilles — Cannes — 
Nice — Monte Carlo — San Remo — Genoa 
— Milan — Verona — Venice — Mestre — 
Pontebba — Glandorf — Amstetten — 
Vienna — Tetschen— Dresden — Berlin — 
Hamburg. 

Fare : 1st class, $79.45 ; 2d class 
rail, 1st class steamer, $56.50. 

Ticket good for 90 days. 

XOTE: — Tour can be made in either 
direction. 



Tour No. 38. 

London — Dover — by steamer to Os- 
tende — rail Brussels — Cologne — by rail 
or steamer to Mayence or Rudesbeini— 
Wiesbaden — Frankfort o /M. — Heidel- 
berg or Strassburg — Bale — Zurich — 
Lucerne — Brienz — Interlaken — Spiez 
— Montreux — by rail or steamer via 
Lausanne to Geneve — rail Modane (Mt. 
Cenis ) — Torino — Genoa. 

Fare : 1st class. $43.95 : 2d class 
rail, 1st class steamer, $26.95. 

Ticket good for 60 days. 

XOTE: — Tour can be made in either 
direction. 



Tour No. 39. 

London — Dover — steamer to Ostendo 
— Brussels — Cologne — steamer to May- 
ence — Frankfort o /M. — Berlin — Dresden 
— Nuremberg — Munich — Lindau — 
(Lake Constance) — Zurich — Lucerne — 
Interlaken — Berne — Lausanne — Geneve 
— Paris — Cherbourg. 

Fare: 1st class. $73.50: 2d class 
rail, 1st class steamer, $51.05. 

Ticket good for 90 days. 

XOTE: — Tour can be made in either 
direction. 



350 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Tour No. 40. 
Naples — Rome — Florence — Venice 
— Pontebba ■ — - Villach — Amstetten — 
Vienna — Salzburg — Munich — Dresden — 
Berlin — Cologne - — Paris — Calais — 
Dover — London. 

Fare : 1st class, $88.95 ; 2d class 
rail, 1st class steamer, $61.90. 
Ticket good for 90 days. 

NOTE: — Tour can be made in either 
direction. 



53. 



validita giorni 15 

PREZZI 

I classe Lire 63 50 

II » . 44 80 
in » « 29 36 



MIIANO Rovjw 



Brescia 

Pescffiera 



Vicenzs 



Mestre 



Padoval 
Verona Abario J VENEZJ 
Monstfifce / Jw//'. 



Trevlglio 
LtOQorsdp 

^Cawl'pusterfengt! 
t Codogno 

. Pf»c«nza 

iorgo 5. Donnino 
Parma 

RegglofmiM's 

r BOLO0NA 

Tour No. 41. 

Naples — Rome - — Florence — Venice 
— Pontebba — Villach — Amstetten - — 
Vienna — Dresden — Berlin — Frank- 
fort o /M. — Mayence — rail or steamer to 
Cologne — Paris — Calais — Dover — 
London. 

Fare : 1st class, $83.85 ; 2d class 
rail, 1st class steamer, $58.90. 
Ticket good for 90 days. 

NOTE: — Tour can be made in either 
direction. 



Vaiidila giorni 15 




PREZZI 

! cl. Lire 67 60 
II « .47 66 
HI . . 31 20 



Pbttna 
JPrato 

riBEIIXt 



Tour 
Naples — Rome ■ 



No. 42. 

— Florence — Pisa — 
Genoa - - Nice - - Genoa — Milan — 
Venice — Pontebba — Tarvis — Villach 
— Glandorf — Amstetten — Vienna — 
Dresden — Berlin — Frankfort o /M. — 
Wiesbaden — Mayence — rail or steamer 
to" Cologne — Paris — Calais — Dover — Lon- 
don. 



102. 



Validity giorni 15 



PREZZI 

...., .u« lQlas8eLire73 60 
^miwno u , , 51 86 

Rogoredo ,„ , . 33 96 



Itvta 

/ Jtorebtm 
6 VtWnri f6nt$»ni 



.fastlpufterten^o 
iCodoqno 

lorgoS Oortnlno. 
,.P3T"rri» 

JleggretmiH* 
Modena 




\§ S»mplerdjr«r>» 

iENOVA 

Speciale 
da Livornc 

PREZZI 
I cl L 77 40 

II » » 54 45 

III » • 36 65 



F1RENZE 



Fare : 1st class, $99.00 : 2d class 
rail, 1st class steamer, $71.85. 

Ticket good for 90 days. 

NOTE: — Tour can be made in either 
direction. 



Validita giorni $0 




PREZZI 

1 olasse Lire 119 80 
II » » 78 20 
III • » 60 60 



■poBtlt**'* 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



351 



Tour No. 43. 

Naples — Rome — Florence — Venice 
— Milan — Torino — Modane — (Mt. Cenis) 
— Geneve — Paris — Calais — steamer to 
Dover — London. 

Fare : 1 1st class, $56.05 ; 2d class 
rail, 1st class steamer, $41.40. 

Ticket good for 90 days. 

NOTE: — Tour can be made in either 
direction. 



115. 



Validity giorni 30 

PREZZI 

I classe Lire 137 .60 




Tour No. 44. 

Naples — Rome — Florence — Venice 
— Verona — Trient — Bozen — Inns- 
bruck — Munich — Lindau — (Lake Con- 
stance)— Zurich — Lucerne — St. Gott- 
hard — Lugano — Chiasso — Milan — 
Genoa. 

Fare : 1st class, $46.70 : 2d class 
rail, 1st class steamer, $33.85. 

Ticket good for 60 days. 
NOTE: — Tour can be made in either 
direction. 

Tour No. 45. 
Naples — Rome — Florence — Pisa — 
Florence — Venice — Milan — Como — 
Lake steamer via Bellaggio — Menaggio 
— Lugano — Luino — Stresa — Domodos- 
sola — Simplon — Brigue — Zermatt — 
Visp — Martigny — thence commencing 
Chamounix — Geneve — Lausanne — 



Montreux — Zweisimmen — Spiez — In- 
terlaken — Lucerne — Bale — Strassburg or 
Heidelberg — Mayence — rail or steamer to 
Cologne — Amsterdam — The Hague — 
Antwerp — Brussels — Paris — Bou- 
logne — Folkestone — London. 

Fare : 1st class, $83.65 ; 2d class 
rail, 1st class steamer, $62.35. 
Ticket good for 90 days. 



NOTE:- 
direction. 



-Tour can be made in either 



116. 



Validita giorni 45 



SanHtll 
Ollvs*sa^ Novirt 

MILAN0 
[T R>*1 \i erceth ^»rwrre v i9 1 1 o 

iTrofareilo. 

^Astt Brestiff 

>AL£SSANORIA 

4Nlij» \N0vitf9ure 

1 Rpnco 
Sampit.-dsran* 

.0 EN OVA 

Cbtevart 
Spezta 
, Sarzana 
.Avema. 
1 Viang, 



a to 
VERONA^Vlcehz* 

Mostre 
Padova^ 

ENEZIA/ 
onse 
Rovii 
Fertar 




PREZZI 

I classe Lire 149 

II > . 98 
III > » 63 



Tour No. 46. 

Naples — Rome — Florence — Venice 
— Milan — Chiasso — Lugano — Bel- 
linzona — St. Gotthard — Lucerne — Brienz 
■ — Interlaken — Berne — Zurich — Lindau 
— Lake Constance — Munich — Salzburg — 
Linz — Vienna — Tetschen — Dresden — 
Berlin — Hamburg — Frankfort o /M. — 
Mayence — rail or steamer to Cologne — 
Amsterdam — The Hague — Rotterdam — 
Antwerp — Brussels — Paris — Calais 
— Dover. — London. 

Fare : 1st class, $111.65 ; 2d class 
rail, 1st class steamer, $77.20. 

Ticket good for 120 days. 

NOTE: — Tour can be made in either 
direction. 



352 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Tour No. 47. 

Naples — Rome — Florence — Venice 
— Milan — Genoa — San Remo — Venti- 
miglia — Monte Carlo — Nice — Cannes — 
Marseilles — Lyons — Geneve — Lausanne 
— Berne — Scherzlinger — Interlaken — 
Brienz — Lucerne — Zurich — Bellin- 
zona — Lugano — - Chiasso — Milan — 
Genoa. 

Fare : 1st class, $58.55 ; 2d class, 
$41.80. 

Ticket good for 90 days. 

NOTE: — Tour can be made in either 
direction. 



Validity giorni 45 

LMavan 
k MILAN0 

k.BOVStO 

.Brescfa 




PRE2ZI 

I cl. L. 161 

II » » 100 

III * > 64 



Tour No. 48. 

Naples — Rome — Florence — Venice 
— Pontebba — Tarvis — Villach — Glan- 
dorf — Amstetten — Vienna — Linz — 
Salzburg — Munich — Lindau — ( Lake Con- 
stance) Zurich — Lausanne — v Geneve — 
Vevey — Montreux — St. Maurice— Mar- 
tigny — Brigue — Domodossola — Stresa 
— Italian Lakes — Laveno — Luino — Luga- 
no — Menaggio — Bellagio — Como — 
Milan — Genoa. 

Fare: 1st class, $65.10: 2d class 
rail, 1st class steamer, $45.85. 
Ticket good for 90 days. 

NOTE: — Tour can be made in either 
direction. 



Tour No. 49. 

Naples — Rome — Florence — Venice 
— Milan — St. Gothard — Lucerne — Bale 
- — Strassburg or Heidelberg — Frankfort 
o /M. — Mayence — rail or steamer Co- 
logne — Brussels — Ostende — Dover — ■ 
London. 

Fare : 1st class, $57.05 ; 2d class 
rail, 1st class steamer, $40.15. 
Ticket good for 90 days. 



NOTE: 
direction. 



-Tour can be made in. either 



Tour No. 50. 

Rotterdam — The Hague — Amsterdam 
— Cologne — by rail or steamer to 
Mayence or Wiesbaden — Frankfort o /M. 
— Berlin — Dresden — Leipsic — Munich 
— Heidelberg — Zurich — Lucerne — 
Interlaken — Berne — Lausanne — Ge- 
neve — Paris — Calais — Lille — Brussels 
— Antwerp. 

Fare : 1st class, $74.45 ; 2d class 
rail, 1st class steamer, $52.80. 

Ticket good for 90 days. 

NOTE: — Tour can be made in either 
direction. 



"RUNDREISE" or CONTINENTAL 

CIRCULAR TOURS FROM 

LONDON AND PARIS 

This list has been very carefully pre- 
pared by the American Express Com- 
pany, and gives a number of interest- 
ing tours. The "rundreise," or circular 
tickets from London, Italian circular 
tours from Paris, the "rundreise," or 
circular tickets from Paris, the French 
circular tickets and the Spanish semi- 
circular tickets are all recommended. 
Consult any responsible tourist agen- 
cy relative to rates. It is wise to get 
figures from two agencies and com- 
pare prices for identical itineraries. 
Remember fares r.re often cheaper 
when tickets are issued by inferior or 
shorter routes. The best tourist agen- 
cies give advice which is often disin- 
terested and rather professional, and 
intending travelers should always in- 
dicate the route desired and should 
not be dissuaded from it unless loss 
of time or money can be demonstrated. 



The very best practice in tipping seems to 
be to allot a certain per cent, of the hotel 
bills for tips and then let the hotel manage- 
ment see to the distribution. The writer has 
tried this with satisfaction. If the amount 
of the bill is small ten per cent, should be 
given; if the amount of the bill is large it 
may be scaled to seven per cent. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



353 



CONTINENTAL CIRCULAR TOURS 
FROM LONDON. 

Time allowance conditional. 

Free allowance of 56 lbs. registered baggage. 

1. London (Brighton), Dieppe, Rouen, 
Paris, Amiens, Boulogne, Folkestone, London, 
or vice versa. 1st Class, £4/8/7 ($21.71); 
2nd Class, £3/2/8 ($15.35); 3rd Class, £2/1/4 
($10.13). 

2. London (Brighton), Dieppe, Rouen, 
Paris, Amiens, Calais, Dover, or vice versa, 
1st Class, £4/15/3 ($23.34); 2nd Class, £3/7/8 
($16.58); 3rd Class, £2/4/4 ($10.87). 

3. London, Southampton, Havre, Rouen, 
Paris, Amiens, Boulogne, Folkestone, London.^ 
or vice versa. 1st Class £4/3/10 ($20.54); 
2nd Class, £2/19/6 ($14.58). 

4. London, Southampton, Havre, Rouen, 
Paris, Amiens, Calais, Dover, London, or 
vice versa. 1st Class, £4/10/6 ($21.95); 2nd 
Class, £3/4/6 ($15.81). 

5. London, Southampton, Havre, Rouen, 
Paris, Havre, Southampton, London. 1st 
Class, £2/16/8 ($13.89); 2nd Class, £2/0/8 
($9.97). 

6. London, Folkestone, Boulogne, Amiens, 
Paris, Calais. Dover, London, or vice versa. 
1st Class, £4/15/9 ($23.46); 2nd Class, 
£3/9/10 ($17.11); 3rd Class, £2/0/6 ($9.93). 

7. London, Newhaven, Dieppe, Rouen, 
Paris, Dieppe, Newhaven (Brighton), London 
1st Class, £3/6/3 ($16.24); 2nd Class, £2/7/1 
($11.54); 3rd Class, £1/13/3 ($8.15). 

Normandy and Brittany Tour (No. 15). — 
London, Brighton, Newhaven, Dieppe, Rouen, 
Fecamp, Havre to Honfleur by boat and Hon- 
fleur to Trouville by rail, or Havre to Trou- 
ville by boat, Caen, Cherbourg, St. Lo or 
Carteret, Granville, Avranchers, Pontorson, 
Mont St. Michel (by tramway), Dol, St. 
Malo, Dinard, St. Brieuc, Guingamp (Paim- 
pol and Carhaix), Lannion, Morlaix (Ca*- 
hax), Roscoff, Brest, Quimper, Douarnenez, 
Pont TAbbe, Concarneau, Lorient, Quiberon, 
Vannes, Savenay, Le Croisic, Guerande, St. 
Nazaire, Pont Chateau, Redon, Rennes, 
Vitre\ Laval, Le Mans, Chartres, Paris, 
Dieppe, Newhaven, Brighton, London, or 
vice versa. Available for one month. 1st 
Class, £8/4/4 ($40.27); 2nd Class, £5/16/9 
($28.61). 

Switzerland. — (Tour 53.) — London, Paris, 
Paris Ceinture, Dijon, Macon, Bourg, Culoz, 
Geneva, Lausanne, Fribourg, Berne, Scherzli- 
gen, Daerligen, Interlaken, Boenigen, Giess- 
ach, Brienz, Meiringen, Alpnach, Lucerne, Sur- 
see, Aarbourg, Olten, Bale, (Petit Croix, Delle), 
Belfort, Paris, London, or vice versa. Avail- 
able for 75 days between London and Paris, 
and 60 days bevond. Via Calais or Boulogne, 
1st Class, £10/10/5 ($51.55); 2nd Class, 
£7/14/11 ($37.96). Via Dieppe, 1st Class, 
£9/2/0 ($44.59); 2nd Class, £6/13/2 ($32.63). 

Pyrenees. — (Tour 1.) — London, Paris, Or- 
leans, Tours, Angouleme, Bordeaux, Arca- 
chon, Morceux, Mont de Marsan, Tarbes, 
Bagneres de Bigorre, Montrejeau, Bagneres 
de Luchon, Montrejeau, Tarbes, Lourdes, 
Pierrefitte-Nestalas, Lourdes, Pau, Puyoo, 
Bayonne, Dax, Morceux, Bordeaux, Angou- 
leme, Tours, Orleans, Paris, London, or vice 
versa. Available for 45 days. Via Calais 
or Boulogne. 1st Class, £11/8/3 ($55.92); 2nd 
Class, £8/9/8 ($41.57). Via Dieppe, 1st Class, 
£9/18/5 ($48.61); 2nd Class, £7/6/10 ($35.98). 



Touraine and the Valley of the Loire (No. 
1.) — London, Dieppe, Paris, Orleans, Blois, 
Amboise, Tours, Chenonceaux, Tours, Loches, 
Tours, Langeais, Saumur, Angers, Nantes, 
St. Nazaire, Le Croisic, Guerande, St. Na- 
zaire, Nantes, Angers, Paris {via Blois or 
Vendome, or via Chartres, without stoppage 
on the Ouest Railway), Dieppe, London, or 
vice versa. 1st Class, £6/15/2 ($33.12), 2nd 
Class, £4/17/7 ($23.91). ViaCalaisor Boulogne, 
1st Class, £8/4/9 ($40.36); 2nd Class, £6/0/4 
($29.48). 

Dutch Circular Tour. — London, Rochester, 
Queenboro', Flushing, Middelburg, Roosen- 
daal, Breda, Tilburg, Bois-le-Duc, Nymegen, 
Arnheim, Ede, Zeist, Driebergen, Utrecht, 
Amsterdam, Haarlem, Leyden, The Hague, 
Delft, Rotterdam, Dordrecht, Roosendaal, 
Flushing, Queensboro', London. Tickets 
available for 30 days. 1st Class, £3/5/1 
($15.95); 2nd Class, £2/6/4 ($11.35). 

Owing to the large number of these Tours 
it is not possible to enumerate more than a 
few examples. Other itineraries will be sub- 
mitted on application. 

ITALIAN CIRCULAR TOURS FROM 
PARIS. 

The following Circular Tours afford many 
important advantages. Tickets are available 
for 60 days, and allow holders to stop over at 
all points of interest. 

These tickets are very much below the 
ordinary fares, effecting a considerable saving. 

Luggage. — 56 lbs. conveyed free in France 
only. In Switzerland and Italy all registered 
luggage must be paid for. These Itineraries 
cannot be modified or altered, but can be 
issued in the reverse direction. Passengers 
must state at the time of booking by which 
route they intend to travel from Paris. 

Examples 

Tour 81 Al. — Paris, Macon, Bourg (or 
Lyons), Aix-les-Bains, Turin, Alessandria, 
Genoa, San Remo, Bordighera, Vintimille, 
Mentone, Monte Carlo, Nice, Cannes, Toulon, 
Marseilles, Lyons, Macon, Dijon (or Cette, 
Nimes, Clermont), Fontainebleau, Paris. 
1st Class, ($34.68) Frs. 177.70; 2nd Class, 
($25.41) Frs. 130.20. 

Tour 86 BB1— Paris, Troyes, Bale, Lucerne 
St. Gothard Railway to Goschenen, Biasca, 
Bellinzona, Como, Milan, Turin, Genoa, 
San Remo, Bordighera, Mentone, Monte Carlo, 
Nice, Cannes, Marseilles, Lyons, Macon, 
Dijon (or Cette, Nimes, Clermont), Fontaine- 
bleau, Paris. 1st Class, ($39.18) Frs. 200.80; 
2nd Class, ($29.05) Frs. 148.90. 

Tour 88 EEL — Paris, Troyes, Bale, Lucerne 
(or Zurich), St. Gothard Railway to Goschenen, 
Biasca, Bellinzona, Lugano, Como, Milan, 
Novara, Turin, Mont Cenis, Chambery, Culloz, 
Macon (or Grenoble, Lyons, Macon), Dijon, 
Paris (or Lyons^ Clermont-Ferrand, Paris). 
1st Class, ($31.10) Frs. 159.40; 2nd Class, 
.23) Frs. 119.05. 



RUNDREISE OR CIRCULAR TICKETS 
FROM LONDON 

Rundreise Tickets effect a considerable sav- 
ing on the regular single fares, and are only 
available provided the circular trip exceeds 
600 kilometres — 373 miles. 



354 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



These tickets do not entitle holders to any- 
free baggage allowance, except hand baggage. 

The following tours are enumerated as 
specimens only. Tickets can be arranged 
covering other combinations, and estimates 
will be submitted on application. No refund 
is allowed by the Railway Administrations on 
unused or lost coupons. Children under 
ten years of age half-fare. Stop-overs are 
allowed at any station en route. 

See rules of trains, page 312. 

R. 20. London, Paris, Rhine, Belgium, 
London. — London, Dover, Calais, Paris, 
Strassburg, Heidelberg, Mayence, *Cologne, 
Brussels, Ostend, Dover, London (available 



Via Dieppe, and as above (available 60 
days). 1st Class, £10/11/11 ($51.92); 2nd 
Class, £7/7/8 ($36.18). 

R 30. London, Paris, Switzerland, Aus- 
tria, Germany, Rhine, Belgium, London. — 
London, Dover, Calais, Paris, Geneva, *Lau- 
sanne, Bern, Interlaken, Lucerne, Zurich, 
Innsbruck, Munich, Vienna, Prague, Dresden, 
Berlin, Liepsic, Frankfort O M, Mayence, 
♦Cologne, Brussels, Ostend, Dover, London 
(available 120 days). 1st Class, £18/16/6 
($92.24); 2nd Class, £12/16/3 ($62.78). 

Via Dieppe, and as above (available 120 
days). 1st Class £18/10/4 ($90.73) ; 2nd Class 
£12/10/7 ($61.39). 




LA BELLE ALLIANCE FARM, WATERLOO 
BELGIUM 

The Picturesque Battlefield is easily reached from Brussels 



60 days). 1st Class, £8/8/6 ($41.28); 2nd 
Class, £5/17/6 ($28.79). 

Via Dieppe, and as above (available 60 
days). 1st Class, £8/2/5 ($39.79); 2nd Class, 
£5/11/9 ($27.38). 

R. 25. London, Paris, Switzerland, Black 
Forest, Rhine, Belgium, London. — London, 
Dover, Calais, Paris, Geneva, *Lausanne, Bern, 
Interlaken, Brienz, Lucerne, Zurich, Falls 
of Rhine, Black Forest, Heidelberg, Mayence. 
♦Cologne, Brussels, Ostend, London (avail- 
able 60 days). 1st Class, £10/18/0 ($53.41); 
2nd Cbss, £7/13/4 ($37.56). 



R 53. London, Paris, Switzerland, Italy, 
Austria, Germany, Rhine, Belgium, London. — 
London, Dover, Calais, Paris, Geneva, *Lau- 
sanne, Bern, Interlaken, Brienz, Lucerne, 
St. Gothard, Milan, Genoa, Pisa, Rome, 
Florence, Venice, Vienna, Prague, Dresden, 
Berlin, Frankfort-on-Main, Mayence, *Co- 
logne, Brussels, Ostend, Dover, London, 
(available 120 days). 1st Class, £23/11/2 
($115.44); 2nd Class, £16/6/4 ($79.95). 



* Rail or Steamer. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



355 



Via Dieppe, and as above (available 120 
days). 1st Class, £23/5/0 ($113.96); 2nd 
Class, £16/0/8 ($78.56). 

R 55. London, Holland, Belgium, France, 
London. — London, Hook of Holland, Haag, 
Leyden, Haarlem, Amsterdam, Rotterdam, 
Antwerp, Brussels, Paris, Calais, Dover, 
London (available 60 days). 1st Class, 
£3/3/0 ($30.14); 2nd Class, £4/7/8 ($21.48). 

Ditto, via Flushing (available 60 days). 
1st Class, £6/7/8 ($31.28); 2nd Class, £4/12/6 
($22.66). 

R 57. London, Denmark, Sweden, Ger- 
many, Holland, London. — London, Steamer 
to Esbjerg (via Harwich), Rail Gothenburg, 
Stockholm, Copenhagen, Hamburg, Bremen, 
Amsterdam, Hague, Rotterdam, London, 
(returning via Hook, available 60 days). 
1st Class, £12/17/8 ($63.13); 2nd Class, 
£9/1/2 ($44.39.) 

* 3rd Class Rail, London to Harwich; 1st 
Class on Harwich-Esbjerg steamer. 

RUNDREISE OR CIRCULAR TICKETS 
FROM PARIS. 

The American Express Company issues 
Circular, or Rundreise, Tickets via all rail- 
road lines in France, Switzerland, Holland, 
Belgium, Denmark, Roumania, Servia, Italy, 
Germany, Austria-Hungary, Norway, Sweden, 
Turkey and Bulgaria. 

Rundreise Tickets effect a considerable 
saving on the regular single fares and are 
available only provided the circular trip ex- 
ceeds 600 kilometres — 373 miles. 

These tickets do not entitle holders to any 
free baggage allowance, except hand baggage. 

The following are a few specimen tours. 
Tickets can be arranged covering other com- 
binations, and estimates will be submitted on 
application. No refund is allowed by the 
Railway Administrations on unused or lost 
coupons. Children under ten years of age, 
half-fare. Stop-overs are allowed at any 
station en route. 

1. Paris, Strasburg, Heidelberg, Mayence, 
Cologne, Aachen, Brussels, Ostend, Dover, 
London. (Valid 60 days.) 1st Class, ($30.43) 
Frs. 155.95; .2nd Class, ($21.18) Frs. 108.55. 

2. Paris, Strasburg, Heidelberg, Mayence, 
Cologne, Amsterdam, Hague, Rotterdam, 
Hook of Holland, London. (Valid 60 days), 
1st Class, ($31.07) Frs. 159.25; 2nd Class, 
($21.07) Frs. 108.00. 

3. Paris, Geneva, Lausanne, Berne, In- 
terlaken, Lucerne, Bale, Heidelberg, Mayence, 
Cologne, Flushing, London. (Valid 60 days,) 
1st Class, ($39.49) Frs. 202.40; 2nd Class, 
($27.20) Frs. 139.40. 

4. Paris, Brussels, Antwerp, Rotterdam, 
Hague, Amsterdam, Bremen, Hamburg, 
Berlin, Frankfort, Strasburg, Paris. (Valid 
60 days) 1st Class, ($46.08) Frs. 236.15; 
2nd Class, ($31.54) Frs. 161.65. 

5. Paris, Bale, Zurich, Munich, Vienna, 
Berlin, Leipsic, Cologne, Brussels, Ostend, 
London. (Valid 90 days.) 1st Class, ($68.91) 
Frs. 353.15; 2nd Class, ($47.18) Frs. 241.30. 

6. Paris, Turin, Genoa, Pisa, Rome, 
Naples. Florence, Venice, Trieste, Budapest, 
Vienna, Frankfort, Hamburg, Bremen. (Valid 
120 days.) 1st Class, ($97.22) Frs. 498.25; 
2nd Class, ($67.52) Frs. 346.05. 

7. Paris, Nice, Genoa, Pisa, Rome, Naples. 
Florence, Venice, Vienna, Budapest, Belgrade, 



Constantinople, Vienna, Berlin, Hamburg. 
(Valid 120 days.) 1st Class, ($140.17) Frs. 
718.40; 2nd Class, ($96.44) Frs. 494.25. 

8. Hamburg, Copenhagen, Gothenburg, 
Christiania, Stockholm, Lubeck, Berlin, 
Dresden, Nuremberg, Munich, Venice, Flor- 
ence, Rome, Naples. (Valid 120 days.) 
1st Class, ($88.75) Frs. 454.85; 2nd Class, 
($59.86) Frs. 306.80. 

FRENCH CIRCULAR TICKETS. 
(g. v. 105.) 

The cost of these tickets is considerably less 
than the combination of ordinary fares. They 
allow holders to stop over at any point en 
route, and may be extended twice for a period 
equal to half that for which they were origin- 
ally available, on payment of a supplement of 
10 per cent, of the price, in respect to each 
extension. 

The railroad regulations require that a de- 
posit of Frs. 10 per ticket shall be made. 
This deposit will be refunded on surrender of 
the cover of the tickets after completion of 
the journey. 

The itineraries printed below are a few 
illustrative examples only. Quotations for 
any tours desired will be furnished on appli- 
cation to tourist companies. 

FARES FROM PARIS. 

1. Paris, Chartres, Rouen, Amiens, Laon, 
Reims, Paris. (Valid 30 days.) 1st Class, 
($11.75) Frs. 60.10; 2nd Class, ($8.61) Frs. 
44.10; 3rd Class ($5.68) Frs. 29.10. 

2. Paris, Orleans, Blois, Amboise, Tours, 
Chenonceau, Loches, Chinon, Langeais, 
Angers, Rennes, St. Malo, Pontorson (Mont 
St. Michel), Granville, Paris. (Valid 30 
days.) 1st Class, ($20.31) Frs. 104.10; 2nd 
Class, ($14.46) Frs. 74.10; 3rd Class, ($9.97) 
Frs. 51.10. 

3. Paris, Bordeaux, Arcachon, Biarritz, 
Pau, Lourdes, Pierrefitte, .Bagneres de Bi- 
gorre, Luchon, Toulouse, Castelnaudary, 
Carcassonne, Nimes, Marseilles, Hyeres, Nice, 
Monte Carlo, Mentone, Lyon, Geneva, Paris. 
(Valid 60 days.) 1st Class, ($44.66) Frs. 
228.90; 2nd Class, ($30.23) Frs. 154.90; 3rd 
Class, ($19.92) Frs. 102.10. 

4. Paris, Orleans, Tours, Poitiers, An- 
gouleme, Bordeaux, Biarritz, Hendaye, Irun 
(in connection with circular ticket in Spain) , 
Port Bou, Cerbere, Narbonne, Nimes, Avi- 
gnon, Lyon, Paris. (Validity according to the 
Spanish ticket, viz.: 60, 90 or 120 days.) 
1st Class, ($27.73) Frs. 142.10; 2nd Class, 
($19.73) Frs. 101.10; 3rd Class, ($13.68) 
Frs. 70.10. 

5. Paris, Lyon, Avignon, Marseilles, 
Cannes', Nice, Monte Carlo, Vintimille (in 
connection with circular ticket in Italy), 
Modane, Aix-les-Bains, Dijon, Paris. (Valid 
60 days.) 1st Class, ($27.73) Frs. 142.10; 
2nd Class, ($19.73) Frs. 101.10; 3rd Class, 
($13.68) Frs. 70.10. 

6. Paris, Dijon, Macon, Aix-les-Bains, 
Annecy, Chamonix, Le Fayet, Geneva (in 
connection with Swiss circular ticket), Delle, 
Belfort, Troyes, Paris. (Valid 45 days.) 
1st Class, ($21.48) Frs. 110.10; 2nd Class, 
($15.44} Frs. 79.10; 3rd Class, ($10.75) Fra. 
55.10. 



356 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



MISCELLANEOUS FRENCH 

The following three circular tours 
in the Pyrenees, and two in the Cha- 
teaux district, are especially recom- 
mended : 

1st Itinerary.- — Paris, Bordeaux, Ar- 
cachon, Mont-de-Marsan, Tarbes, Bag- 
neres-de-Bigorre, Montrejeau, Bagnores- 
de-Luchon, Pierrefitte-Nestalas, Pau, 
Bavonne, Paris. (Valid 30 days.) 



1st. 
$ ;i2.10 
Frs. 164.50 



2d. 

$ 24.00 
Frs. 123.00 



2d Itinerary. — Paris, Bordeaux, Ar- 
cachon, Mont-de-Marsan, Tarbes, Pierre- 
fitte-Nestalas, Bagneres-de-Bigorre, Bag- 
neres-de-Luchon, Toulouse, Paris (via 
Montauban. Cahors, Limoges, or via Fi- 
geac, Limoges). (Valid 30 days.) 



1st. 
$ 31.90 
Frs. 163.50 



2d. 

.$ 23.90 
Frs. 122.50 



3d Itinerary. — Paris, Bordeaux, Arca- 
c-hon, Dax, Bayonne. Pan, Pierrefitte- 
Nestalas, Bagneres-de-Bigorre, Bag- 
neres-de-Luehon, Toulouse. Paris (via 
Montauban, Cahors, Limoges, or via Fi- 
geac, Limoges). (Valid 30 days.) 



1st. 


2d. 


$ 32.10 


.$ 24.00 


Frs. 164.50 


Frs. 123.00 



1st Itinerary. — Paris, Orleans, Blois, 
Amboise, Tours, Chenonceaux, and re- 
turn to Tours, Loches. and return to 
Tours, Langeais, Saumur, Angers, Nan- 
tes, Saint Nazaire, Le Croisic, Guerande, 
and return to Paris (via Blois or Ven- 
dome. or via Angers and Chartres). 
( Valid 30 days ; can be extended for 
three periods of 10 days by paying 10 
per cent of the original price for each 
extension.) 



1st. 
$ 16.78 
Frs. 86.00 



2d. 



Frs. 



12.29 
63.00 



2d I tin nary. — Paris, Orleans, Blois, 
Amboise, Tours, Chenonceaux, and re- 
turn to Tours. Loches, and return to 
Tours. Langeais. and back to Paris I ria 
Blois or Vendome). (Valid 15 days.) 



1st. 


2d. 


$ 10.54 


$ 8.00 


Frs. 54.00 


Frs. 41.00 



RHINE TRIPS. x 

Provided the traveler does not leave 
the beaten path, he can make quite 
extensive tours in the Rhine country 
without a knowledge of German. If, 
however, small, out-of-the-way places 
are to be visited, a knowledge of Ger- 
man is indispensable. Travelers should 
avoid asking for things which are un- 
known in Germany, as they will thus 
save themselves much trouble and ex- 



pense. Cologne is the center for ex- 
cursions in the Rhine district, and is 
easily reached from London by a num- 
ber of different routes, such as the 
Ostend-Ghent route, the Flushing 
route, the Hoek van Holland, and the 
route by Calais, with its short sea 
trip. Nearly all of the routes call for 
a journey of from thirteen to eighteen 
hours. The fares vary according to 
the distance and the equipment of the 
steamer. Thus, a trip via Calais will 
cost £3 5s. 5d., while the Hoek van 
Holland fares are only £2 12s. 9d., 
first class. The same rates prevail via 
the Flushing route. The Ostend-Ghent 
route costs £2 15s. The fares by sec- 
ond-class trains are, of course, very 
much cheaper ; thus, via Calais the ex- 
pense is £2 6s. 10d., and via Hoek van 
Holland and Flushing £1 16s. 

Second-class passengers can travel 
in the saloon of steamers crossing the 
Channel for a small additional fee, 
and the superior accommodations, es- 
pecially if one is ill, are appreciated. 
Baggage can be registered through to 
destination at a small fixed charge, 
which rarely exceeds 6d. per package. 
Bicycles may be registered as ordinary 
baggage for a fee of 5s. The trip from 
London to Cologne does not call for 
any special attention, as each route 
takes the traveler through important 
places of interest. 

For further information about rail- 
ways to Germany see special section 
devoted to this subject. 

The steamboat service on the Rhine 
dates from 1827, and the service is 
performed to a large extent by the 
Cologne and Dusseldorf Company. The 
journey from Cologne to Mayence oc- 
cupies about 121,4 hours, while the ^de- 
scent of the river is made in 7% 
hours. It is possible to make two or 
three stops at intersecting points along 
the shores if an early start is made 
from Cologne. Time may be saved by 
taking the railroad to Bonn. It is 
a short walk from the railroad to the 
steamship wharf. 

Some travelers recommend that the 
trip be made up the Rhine, while oth- 
ers consider that the trip down the 
Rhine is preferable. At Mayence the 
river is only 492 yards wide, while at 
Cologne it narrows to 433 yards; so 
it will be seen that the river is not 
remarkable for its size, and does not 
compare at all favorably with the size 
of our own Hudson River. The dis- 
tance from Mayence to Bingen is 18% 
English miles, from Binder to Coblenz 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



357 



'S8V2 miles, from Coblenz to Cologne 
59t£ miles, making a total of 106 
miles. This is about all of the Rhine 
which the average traveler sees, al- 
though he may see it again at Bale, 
or in visiting the falls of the Rhine 
at Shaffhausen. If you have not se- 
cured your ticket before going on the 
steamer, do so immediately at the 
purser's office, as otherwise you might 
be charged for the entire distance trav- 
eled by the steamer. Excellent meals 
are provided on board, at an expense 
of about three marks, while children 



The hotels in the Rhine district are 
about the same as those found in other 
parts of Germany. The cost of rooms 
varies from three to five marks, the 
cost of breakfast is from one to one 
and one-third marks, while the din- 
ners cost from two to five marks. If. 
is quite customary to call for the hotel 
bill where a slop of several days is 
being made, ^'\'^>vy day or so, in order 
to avoid the fictitious charges. The 
traveler should not think it strange if 
some hotels present bills daily. ft 
safeguards against imposition. The 




HEIDELBERG 
From the Neckar 



are given refreshments at half price. 
All the steamers furnish breakfast on 
board, which is often much pleasanter 
than taking a hurried meal at the ho- 
tel. Visitors should avoid buying 
worthless maps, post-cards, etc., on the 
steamers. Everything of this descrip- 
tion can be bought much better on 
land. 

The Rhine district is an important 
center of walking excursions, cycling 
and motor trips. The question of mo- 
tor cars in Germany is referred to 
elsewhere. 



bills, however, need not be paid until 
the sojourn has come to a close. Bills 
should always be very carefully footed, 
as the average German waiter's math- 
ematics is not of the first order* The 
principal place of interest in the 
Rhine country is Aix-la-Chapelle, the 
favorite abode of Charlemagne. 

At least two days should be given 
to Cologne. There are a number of 
good hotels in this city, such as the 
Dom Hotel, the Kdlner House, both 
near the station, and the Hotel 
Ernst, where the writer stopped some 



358 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



years ago. Visitors should avoid pur- 
chasing cologne water from the wait- 
ers and chambermaids, who are apt to 
be very insistent in making sales. This 
famous specialty of Cologne can be 
obtained from the Johann Marie 
Farina, opposite the Julichs-Platz. The 
principal attraction of Cologne, which 
is a city of 230,000 inhabitants, is the 
Cathedral, which is the largest in the 
world. Services of valets-de-place 
should be discouraged. Tickets to 



the Church of St. Gereon, and St. 
Ursula should not be omitted ; also tbe 
Museum of Industrial Arts. Very 
good little local guides can be pur- 
chased for a small sum, which will 
give valuable information with regard 
to objects of interest. Those who wish 
fuller accounts of the Rhine country 
should purchase Baedeker's "Rhine," 
English edition, which sells in this 
country for $2.10. From Cologne the 
ascent of the Rhine should be made. 







THE RHINE AT ANDERNACH 



visit the choir and for admission to 
the tower can be obtained from the 
attendant at an expense of 1.5 marks 
and 1 mark, respectively. The tow- 
ers are 515 feet in height, and a trip 
to the top should not be neglected. 
The treasury should be visited by all 
means, as it contains many objects of 
interest. 

The Wallaf-Richartz Museum should 
also be visited. Among the other ob- 
jects of interest are the Rathhaus and 
the Giirzenich. The Apostles' Church, 



A small Rhine guide will give all the 
points of interest. If it is possible, 
a stop should be made at Konigswin- 
ter, from which a funicular- road goes 
up to the Drachenfels, which is filled 
with memories of the killing of "Faf- 
ner" by Siegfried. A side trip to the 
Seven Mountains (Siebengebirge) can 
also be made from Konigswinter. The 
trip will take an entire day. 

In subsequent editions it is possible 
that new maps and guides to the cas- 
tles on the Rhine, on a new principle, 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



359 



may be added. The national monu- 
ment on the Niederwald is perhaps the 
most conspicuous monument on the 
Rhine. From Mayence, which is an 
interesting city, excursions may be 
made to Weisbaden, Trier, Worms, 
Heidelberg, Ems and Frankfort. This 
latter city should not be omitted under 
any circumstances. 

ITALIAN CIRCULAR TOURS 

The following is a list of circular 
tours tlirough Italy for independent 
travelers. These tours can be made 
up in almost innumerable combina- 
tions by the large agencies, as Cook, 
International Sleeping Car Company, 
etc., by their system of coupon tickets. 
They will, however, serve as exam- 
ples. Fares can be quoted upon ap- 
plication for any description of tour 
in Italy. Thus Italy can be entered 
at any frontier town and can be left 
by the same or any other frontier 
town, commencing and ending at any 
place in Europe by any route to meet 
the requirements of residents on the 
Continent as well as of English tour- 
ists who may be sojourning on the 
Continent and are desirous of making 
a fresh start. The time limit of these 
tickets is 60 days beyond Paris. When 
issued in London, by Boulogne or 
Calais, the time limit is 75 days, in- 
cluding the date of stamping in Lon- 
don. The time limit by other routes 
varies. The question of baggage is 
taken up under each route. These 
fares are subject to change without 
notice, but it is not likely that they 
will differ much, as the figures were 
accurate on December 11, 1909. 

ROUTE I. 

London, Paris, Dijon, Lyons, Avignon 
(or Clermont Ferrand, Nimes) (Cette), 
Marseilles, Toulon, Cannes, Nice, Mona- 
co, Mentone, Vintimille ; and one of the 
Italian tours, as shown below, to Mo- 
dane. Thence Chambery, Culoz, Bourg 
(or Lyons), Macon, Dijon, Paris, Lon- 
don, or vice versa. (818.) 

Going via South of France, returning 
via Mont Cenis. 

Luggage — 56 lbs. are allowed on Eng- 
lish and French railways ; in Italy and 
Switzerland all registered luggage must 
he paid for. 

Vintimille, Genoa, Alessan- 
dria, Turin, Modane. 
Via Boulogne or Ca- £ s. d. 

lais 1st Class 11 19 9 

2nd Class 8 15 7 

Via Dieppe 1st Class 

2nd Class 
Via Southampton 1st Class 

2nd Class 7 6 10 



10 10 

7 13 

10 1 



1302 — Vintimille, San Remo, 
Savona, Genoa, Milan, Tu- 
rin, Modane, or vice versa. 
Via Boulogne or Ca- 
lais 1st Class 

2nd Class 
Via Dieppe 1st Class 

2nd Class 
Via Southampton 1st Class 

2nd Class 
1303— Vintimille, San Remo, 
Savona, Genoa, Pisa (Leg- 
. horn), Empoli, Florence, 
Bologna, Venice, Verona, 
Milan, Turin, Modane, or 
vice versa. 

Via Boulogne or Ca- 
lais 1st Class 

2nd Class 
Via Dieppe 1st Class 

2nd Class 
Via Southampton 1st Class 

2nd Class 
1304 — Vintimille, San Remo, 
Savona, Genoa, Pisa (Leg- 
horn), Civita Vecchia, 
Rome, Foligno (or Chiusi), 
Florence, Bologna, Venice, 
Padua, Verona, Milan, Tu- 
rin, Modane, or vice versa. 
Via Boulogne or Ca- 
lais 1st Class 

2nd Class 
Via Dieppe 1st Class 

2nd Class 
Via Southampton 1st Class 

2nd Class 
1305 — Vintimille, San Remo, 
Savona, Genoa, Pisa (Leg- 
horn), Civita Vecchia, 
Rome, Naples, Rome, Fo- 
ligno (or Chiusi), Florence, 
Bologna, Venice, Padua, 
Verona, Milan, Turin, Mo- 
dane, or vice versa. 
Via Boulogne or Ca- 
lais 1st Class 

2nd Class 
Via Dieppe. 1st Class 

2nd Class 
Via Southampton 1st Class 

2nd Class 
1306 — Vintimille, San Remo, 
Savona, Genoa, Pisa, Em- 
poli, Florence, Lucca, Pisa 
(Leghorn), Civita Vecchia, 
Rome, Naples, Foggia, An- 
cona, Bologna, Venice, 
Padua, Verona, Milan, Tu- 
rin, Modane, or vice 
versa. 

Via Boulogne or Ca- 
lais 1st Class 

2nd Class 
Via Dieppe 1st Class 

2nd Class 
Via Southampton 1st Class 

2nd Class 
1308d— Extension of 1305 to 
Sicily : — From Naples to 
Palermo, Catania, Messina, 
Reggio, Metaponto, Naples. 
This extension must be 
decided upon at time of 
booking. 



£ 


s. 


d. 


12 


10 


11 


9 


3 


•; 


11 


1 


8 


8 


1 


l 


10 


12 


3 


7 


14 


8 



14 


19 


3 


10 


13 


1 


13 


10 





9 


10 


s 


13 





7 


9 


4 


3 



15 17 O 

11 5 3 

14 7 9 

10 2 10 

13 18 4 

9 16 5 



16 9 6 
11 13 7 
15 3 
10 11 1 
14 10 10 
10 4 9 



16 


13 


1i) 


11 


16 


7 


15 


4 


7 


10 


14 





14 


15 


1 


10 


7 


8 



360 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 






Via Boulogne or Ca- £ s. d. 

lais 1st Class 11) 3 

2nd Class 13 6 4 

Via Dieppe 1st Class 17 11 1 

2nd Class 12 3 10 

Via Southampton 1st Class 17 1 7 

2nd Class 11 17 6 

ROUTE III. 
London, Paris, Dijon, Lyons, Avignon 
(or Clermont Ferrand, Nimes) (Cette), 
Marseilles, Toulon, Cannes, Nice, Mona- 
co, Mentone, Vintimille ; and one of the 
Italian tours as shown below, to Chias- 
so. Thence Bellinzona, Airolo, Goesche- 
nen (for Andermatt), Fluelen, Arth Gol- 
dau (for the Rigi), Lucerne, Bale, Delle 
(or Mulhaus), Belfort, Troyes, Paris, 
London, or vice versa. (820.) 
Going, via South of France, returning 
via Chiasso and St. Oothard. 
Luggage — 56 lbs. are allowed on Eng- 
lish and French railways ; in Italy and 
Switzerland all registered luggage must 
be paid for. 

1383 — Vintimille, San Remo, 
Savona, Genoa, Turin, No- 
vara, Milan, Chiasso, or 
vice versa. 
Via Boulogne or Ca- £ s. d. 

lais 1st Class 12 17 5 

2nd Class 10 1 

Via Dieppe 1st Class 11 8 1 

2nd Class 8 7 5 
Via Southampton 1st Class 10 18 6 
2nd Class 8 11 
1384 — Vintimille, San Remo, 
Savona, Genoa, Spezia, 
Pisa (Leghorn), Empoli, 
Florence, Bologna, Piacen- 
za, Milan, Chiasso, or vice 
versa. 

Via Boulogne or Ca- 
lais 1st Class 14 1 

2nd Class 10 6 7 

Via Dieppe 1st Class 12 11 8 

2nd Class 3 11 
Via Southampton 1st Class 12 2 1 
2nd Class 8 17 7 
1385 — Vintimille, San Remo, 
Savona, Genoa, Pisa (Leg- 
horn), Empoli, Florence, 
Bologna, Venice, Verona, 
Milan, Chiasso, or vice 
versa. 

Via Boulogne or Ca- 
lais 1st Class 14 16 2 

2nd Class 10 16 7 

Via Dieppe 1st Class 13 6 10 

2nd Class 9 14 
Via Southampton 1st Class 12 17 3 
2nd Class 9 7 7 
1386 — Vintimille, San Remo, % 
Savona, Genoa, Pisa (Leg- 
horn), Civita Vecchia, 
Rome, Foligno (or Chi- 
usi), Florence, Bologna, 
Venice, Padua, Verona, Mi- 
lan, Chiasso, or vice versa. 
Via Boulogne or Ca- 
lais 1st Class 16 1 8 

2nd Class 11 10 7 

Via Dieppe 1st Class 14 12 4 

2nd Class 10 8 

Via Southampton 1st Class 14 2 9 

2nd Class 10 1 7 



£ 


s. 


d. 


13 


13 


3 


10 





4 


12 


3 


10 


8 


17 


9 


11 


14 


4 


8 


11 


4 



ROUTE V. 

London, Paris, Dijon, Lyons (or Cler- 
mont Ferrand, Vichy), or Macon, Culoz, 
Modane ; any one of the Italian tours as 
shown below, to Chiasso. Thence Bellin- 
zona, Airolo, Goeschenen (for Ander- 
matt), Fluelen, Arth Goldau (for the 
Rigi), Lucerne, Bale, Delle (or Mul- 
haus), Belfort, Troyes, Paris, London, 
or vice versa. (822.) 
Going via Mont Cents, returning via 
Chiasso and St. Gotlurrd. 
Luggage — 56 lbs. are allowed on Eng- 
lish and French railways; in Italy and 
Switzerland all registered luggage must 
be paid for. 

1392 — Modane, Turin, Ales- 
sandria, Genoa, Spezia 
Pisa (Leghorn), Empoli. 
Florence, Bologna, Placen- 
za, Milan, Chiasso, or vice 

versa. 
Via Boulogne or Ca- 
lais 1st Class 

2nd Class 

Via Dieppe 1st Class 

2nd -Class 
Via Southampton 1st Class 
2nd Class 
1393 — Modane, Turin, Ales- 
sandria, Genoa, Pisa (Leg- 
horn), Empoli, Florence, 
Bologna, Venice, Verona, 
Milan, Chiasso, or vice 
versa. 

Via Boulogne or Ca- 
lais 1st Class 

2nd Class 

Via Dieppe 1st Class 

2nd Class 
Via Southampton 1st Class 
2nd Class 
1 394 — Modane, Turin, Ales- 
sandria, Genoa, Pisa (Leg- 
horn), Civita Vecchia, 
Rome, Foligno (or Chi- 
usi), Florence, Bologna. 
Venice, Padua, Verona, Mi- 
lan, Chiasso, or vice 
versa. 

Via Boulogne or Ca- 
lais 1st Class 

2nd Class 

Via Dieppe 1st Class 

2nd Class 
Via Southampton 1st Class 
2nd Class 
1395 — Modane, Turin, Ales- 
sandria, Genoa, Pisa (Leg- 
horn), Civita Vecchia, 
Rome, Naples, Rome, Fo- 
ligno (or Chiusi), Flor- 
ence, Bologna, Venice, 
Padua, Verona. Milan, 
Chiasso, or vice versa. 
Via Boulogne or Ca- 
lais 1st Class 

2nd Class 

Via Dieppe 1st Class 

2nd Class 

Via Southampton 1st Class 

2nd Class 

1398d — Extension of 1395 to 

Sicily : — From Naples to 

Palermo, Catania, Mes- 



14 


8 


o 


10 


7 


10 


12 


18 


!) 


9 


5 


Q 


12 


9 


3 


8 


18 


10 



15 


8 


7 


11 





s 


13 


19 


3 


9 


18 


1 


13 


9. 


8 


9 


11 


s 



16 


1 


1 


11 


9 





14 


11 


8 


10 


6 


4 


14 


2 


2 


10 









SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



361 



sina, Reggio, Metaponto, 
Naples. 

This extension must be 
decided upon at the time 
of booking. 

Via i Boulogne or Ca- £ s. d. 
lais 1st Class 18 13 9 

2nd Class 13 3 
Via Dieppe 1st Class 17 4 5 

2nd Class 12 4 
Via Southampton 1st Class 16 14 11 

2nd Class 11 14 

SPAIN AND PORTUGAL 

The following is a list of circular- 
tour trips through Spain and Portu- 
gal, entering both from the south and 
north. It is not probable that these 
rates will change, but it is possible 
that kilometrical or mileage tickets 
may change. Information on this 
subject can be had by addressing the 
International Sleeping Car Company, 
281 Fifth Avenue, corner Thirtieth 
Street, New York City. It is not 
likely that the changes, if any, will be 
material. 

ENTERING FROM THE SOUTH. 

First Itinerary — Gibraltar, Algeciras, 
Ronda, Granada, Malaga, Jaen, Alcazar, 
Madrid, Toledo, Cordoba, -Sevilla, Jerez, 
Cadiz, Bobadilla, Ronda, and back to 
Gibraltar, or vice versa. $47.35. Limit, 
45 days. Distance, 2,431 kilometers. 

Second Itinerary. — Gibraltar, Algeci- 
ras, Ronda, Granada, Malaga, Sevilla, 
Cordoba, Bobadilla, Ronda, and back 
to Gibraltar, or vice versa. $29.20. 
Limit, 35 days. Distance, 1,415 kilo- 
meters. 

Third Itinerary, — Gibraltar, Algeci- 
ras, Ronda. Granada, Malaga, Jaen, Al- 
cazar, Madrid, Toledo, Cordoba, Sevilla, 
Jerez, and Cadiz, or vice versa. $37.85. 
Limit, 40 days. Distance, 1,994 kilo- 
meters. 

Fourth Itinerary. — Gibraltar, Algeci- 
ras, Ronda, Bobadilla, Granada, Malaga, 
Cordoba, Sevilla, Jerez, and Cadiz, or 
vice versa. $19.65. Limit, 25 days. 
Distance, 978 kilometers. 

Fifth Itinerary. — Malaga, Bobadilla, 
Granada, La Roda, Marchena, Moron, 
Utrera, Jerez, Sanlucar, Cadiz, Sevilla, 
Cordoba, Belmez, Almorchon, Badajoz 
(or Sevilla, Tocina, Merida, Badajoz), 
Ciudad Real, Manzanares, Cordoba, and 
Malaga, or vice versa. First class, 
$39.19. Limit, 45 days. Distance 2,416 
kilometers. 

ENTERING FROM THE NORTH. 

Sixth Itinerary. — Frontier of Port- 
Bou-Cerbere, Barcelona, Zaragoza, Ma- 
drid, Medina del Campo, Valladolid, 
Burgos, Vitoria, San Sebastian, and 
frontier of Irun-Hendaya, or vice versa. 
First class, $24.15. Limit, 60 days. Dis- 
tance, 1.521 kilometers. 

Seventh Itinerary. — Frontier of Port- 
Bou-Cerbere, Barcelona, Tarragona, Va- 
lencia, Encina, Madrid, Medina del Cam- 
po, Valladolid, Burgos, Vitoria. San Se- 
bastian and frontier of Irun-Hendaya, 



or vice versa. First class, $26 25. 
Limit, 60 days. Distance, 1,682 kilo- 
meters. 

Eighth Itinerary. — Frontier of Port- 
Bou-Cerbere, Barcelona, Zaragoza, Ma- 
drid, Alcazar, Cordoba, Sevilla, Merida, 
Badajoz, Ciudad Real, Madrid, Medina 
del Campo, Valladolid, Burgos, Vitoria, 
San Sebastian, and the frontier of Irun- 
Hendaya, or vice versa. First class, 
$45.85. Limit, 90 days. Distance, 
2,904 kilometers. 

Ninth Itinerary. — Frontier of Port- 
Bou-Cerbere, Barcelona, Tarragona, Va- 
lencia, Encina, Alcazar, Cordoba, Sevil- 
la, Merida, Badajoz, Ciudad Real, Ma- 
drid, Medina del Campo, Valladolid, 
Burgos, Vitoria, San Sebastian, and 
frontier of Irun-Hendaya, or vice versa. 
First class, $43.45. Limit, 90 days. 
Distance, 2,768 kilometers. 

Tenth Itinerary. — Frontier of Port- 
Bou-Cerbere, Barcelona, Zaragoza, Ma- 
drid, Alcazar, Cordoba, Bobadilla, Gra- 
nada, Malaga, La Roda, Utrera, Sevilla, 
Merida, Badajoz, Ciudad Real, Madrid, 
Medina del Campo, Valladolid, Burgos, 
Vitoria, San Sebastian, and frontier of 
Irun-Hendaya, or vice versa. First 
class, $57.00. Limit, 120 days. Dis- 
tance, 3,455 kilometers. 

Eleventh Itinerary. — Madrid, Avila o 
Segovia, Medina del Campo, Valladolid, 
Palencia, Leon, Coruna, Monforte. 
Orense, Pontevedra, Redondela, Vigo. 
Valenca do Minho, Oporto, Coimbra, En- 
troncamento, Lisboa, Valencia de Alcan- 
tara, Caceres, Talavera de la Reina, and 
Madrid, or vice versa. First class, 
$34.25. Limit, 60 davs. Distance, 
2,424 kilometers. 

The above-named trips are for indi- 
vidual tickets permitting stop-overs at 
all points en route within limit. 

They have been selected and arranged 
to afford the maximum of sight-seeing 
at a minimum cost. 

Other trips will be planned if desired. 
Complete information given on request. 
KILOMETRTCAL OR MILEAGE 
TICKETS. 
Special kilometrical or mileage tickets 
are issued, good on all the principal 
railways of Spain, at greatly reduced 
rates, as follows : 

For 2,000 kilometers up to 12,000 kil- 
ometers. 

Some of the rates for these books are 
as follows : 

Kilo- First Second 
meters Class Class 

2,000 $33.22 $24.42 Good for 3 mo. 

2,600 43.12 31.68 Good for 3 mo. 

3,200 53.02 38.94 Good for 3 mo. 

3,800 62.92 46.00 Good for 4 mo. 

4,400 69.92 52.49 Good for 4 mo. 

5.000 77.22 - 58.52 Good for 5 mo. 

6.000 89.98 68.86 Good for 6 mo. 

7.000 101.86 78.76 Good for 7 mo. 

8,000 112.86 88.22 Good for 8 mo. 

9.000 124.96 96.24 Good for 9 mo. 
10.000 136.62 105.82 Good for 10 mo. 
11.000 145.84 113.96 Good for 11 mo. 
12,000 158.62 121.66 Good for 12 mo, 



362 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



They are limited from three to twelve 
months, as shown above, and the books 
of 8,200 kilometers may be used for two, 
3,800 for three, 4,400 for four and 5,000 
and more for five members of the same 
family. 

PERSONALLY-CONDUCTED 
TRIPS TO THE ORIENT 

The following are spring tours to 
China and Japan, and a tour around 
the world by way of the Trans- 
Siberian Railway. As these tours will 
be started prior to the publication of. 
this book they must be looked upon 
only as what can be offered in the 
way of a personally-conducted tour to 
the Orient and around the world. 

TOURS TO EGYPT, THE NILE, AND 
HOLY LAND. 

The fares for the following tours in- 
clude all traveling expenses, of high- 
class character, and on a very liberal 
scale. Similar tours for 1911 will be 
ottered probably at about the same rates. 
Consult the tourist agencies. 

TOUR NO. 1. 

Section I. — From New York on Wednes- 
day, January 5, 1910, by White Star 
Line S. S. "Cedric." Section II. — From 
New York on Saturday, January 8, 
1910, by Cunard Line S. S. "Caronia." 

Route. — New York, Azores, Madeira, 
Gibraltar, Genoa, Naples, Alexandria, 
Cairo, Three Weeks on the Nile, Cairo, 
Port Said, Jaffa, Jerusalem, Bethlehem, 
Jericho, the Jordan, Dead Sea, Jaffa, 
Beyront, Damascus, Baalbec, Beyrout, 
Rhodes, Smyrna, Constantinople", Pi- 
raeus, Athens, Messina, Naples, New 
York or Boston. 

Inclusive fare, S. S. "Cedric," $1,145 ; 
S. S. "Caronia," $1,130. 

TOUR NO. 2. 

Sailing from New York on Saturday, 
January 22, 1910, by Cunard Line 
Steamship "Carmania." 

Route. — New York. Azores, Madeira. 
Gibraltar, Genoa, Naples, Alexandria. 
Cairo. Three Weeks on the Nile. Cairo, 
Port Said, Jaffa, Jerusalem, Bethlehem. 
Jordan, Dead Sea, Jaffa, Haifa, Naza- 
reth, Tiberias, Capernaum, Damascus, 
Baalbec, Beyrout, Constantinople, Ti- 
raeus, Athens. Naples. New York. 

Inclusive fare, $1,245. 

TOUR NO. 3. 

Sailing from New York on Wednes- 
day, February 2, 1910, by White Star 
Line Steamship "Celtic." 

Route. — New York, Azores, Madeira, 
Gibraltar, Genoa, Naples, Alexandria, 
Cairo, Three Weeks on the Nile, Cairo, 
Port Said, Jaffa, Twenty-seven Days' 
Tour in the Holy Land (visiting Jeru- 
salem, Bethlehem, Jordan, Jericho, Naza- 
reth. Damascus, Baalbec, etc.), Beyrout, 
Rhodes, Smyrna. Constantinople, Athens. 



Catania, Naples, Gibraltar, New York or 
Boston. 

Inclusive fare, $1,145. 

TOUR NO. 4. 

Sailing from New York on Saturday, 
February 19, 1910, by Cunard Line 
Steamship "Caronia." 

Route. — New York, Azores, Madeira, 
Gibraltar, Genoa, Naples, Alexandria, 
Cairo, The Nile to Assuan and Return, 
Port Said, Jaffa, Twenty-seven Days' 
Tour in the Holy Land (visiting Jeru- 
salem, Bethlehem, Jordan,, Jericho, Naz- 
areth, Damascus, Baalbec, etc.), Bey- 
rout, Rhodes, Smyrna, Constantinople, 
Athens, Catania, Nanles, New York. 

Inclusive fare, $1,050. 

TOUR NO. 5. 

Sailing from New York on Saturday, 
February 19, 1910, by Cunard Line 
Steamship "Caronia." 

Route. — New York, Azores, Madeira, 
Gibraltar, Genoa, Naples, Alexandria, 
Cairo, the Nile to Luxor and return to 
Cairo, Port Said, Jaffa, Jerusalem, Beth- 
lehem, Dead Sea, Jordan, Jaffa, Alexan- 
dria, Smyrna, Constantinople, Piraeus, 
Athens, Patras, Corfu, Brindisi, Naples, 
New York. 

Inclusive fare, $825. 

TOUR NO. 6. 

Sailing from New York on Saturday, 
March 5, 1910, by Cunard Line Steam- 
ship "Carmania." 

Route. — New York, Azores, Madeira, 
Gibraltar, Genoa, Naples, Alexandria, 
Cairo, Port Said. Jaffa, Jerusalem, Beth- 
lehem, Dead Sea, Jordan, Jaffa, Alexan- 
dria, Smyrna, Constantinople, Athens, 
Corfu, Brindisi, Naples, New York. 

Inclusive fare, $795. 

WINTER TOURS TO ITALY, THE 

RIVIERA, TANGIER, SPAIN, 

ETC. 

Select Conducted Parties. All Expenses 

Included. 

TOUR NO. 7. 

Leave New York on Wednesdav, Jan- 
uary 5, 1910, by White Star Line Steam- 
ship "Cedric." 

Route. — New York, Azores, Madeira, 
Gibraltar, Genoa, Nice, Monte Carlo, 
Cannes, Genoa, Milan, Venice, Florence, 
Rome, Naples (Pompeii, Vesuvius, Ca- 
pri), New York. 

Arrive at New York Monday, Feb- 
ruary 28, 1910. 

Tour of 55 days, $435. 

TOUR NO. 8. 

Leave New York on Saturday, Janu- 
ary 22, 1910, by Cunard Line Turbine 
Steamship "Carmania." 

Route. — New York, Azores, Madeira, 
Genoa, Naples (Pompeii, Vesuvius), 
Rome, Florence, Venice, Milan, Genoa, 
Nice, Monte Carlo, Paris, Boulogne, 
Folkestone, London, New York. 

Arrive at New York, Monday, March 
21. 1910. 

Tour of 59 days, $475. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



363 



TOUR NO. 9. 

Leave New York on Saturday, Feb- 
ruary 12, 1910, by North German Lloyd 
Steamship "Konig Albert," or from Bos- 
ton on the same date, by White Star 
Line Steamship "Canopie." 

Route.- — New York, Gibraltar, Algiers, 
Naples (or Boston, Azores' Gibraltar, 
Algiers, Naples) (Pompeii, Vesuvius), 
Rome, Florence, Venice, Milan, Genoa, 
Nice, Monte Carlo, Paris, Boulogne, 
Folkestone, London, New York. 

Arrive New York, Monday, April 4, 
1910. 

Tour of 52 days by S. S. "Konig Al- 
bert." $465 : tour of 52 days by S. S. 
"Canopie," $460. 

TOUR NO. 10. 

Leave New York on Saturday, March 
5, 1910, by Cunard Line Steamship 
"Carmania." 

Route. — New York, Azores, Madeira, 
Gibraltar, Genoa, Naples (Pompeii, Ve- 
suvius), Rome, Florence, Venice, Milan, 
Genoa, Nice, Monte Carlo, Paris, Bou- 
logne, Folkestone, London, New York. 

Arrive at New York Monday, April 

25, 1910. 

Tour of 52 days, $460. 

TOUR NO. 11. 

Leave Boston on Saturday, March 12, 
1910, by White Star Line Steamship 
"Cretic." 

Route. — Boston, Azores, Madeira, Gib- 
raltar, Tangier, Cadiz, Seville, Cordo- 
va, Granada (the Alhambra), Gibraltar, 
Naples (Pompeii, Vesuvius), Rome, 
Florence, Venice, Milan, Genoa, Nice, 
Monte Carlo, Paris, Boulogne, Folke- 
stone, London, New York. 

Arrive at New York Monday, May 6, 
1910. 

Tour of 66 days, $565. 

TOUR NO. 12. 
Leave New York on Saturday, March 

26, 1910. by North German Lloyd Steam- 
ship "Konig Albert" and from Boston by 
White Star Line Steamship "Canopie" 
on Thursday, March 24, 1910. 

Route. — New York. Algiers (or Bos- 
ton, Azores. Madeira, Gibraltar, Algiers), 
Naples (Pompeii, Vesuvius), Rome, 
Florence, Venice, Milan, Genoa, Nice. 
Monte Carlo,, Paris, Boulogne, Folke- 
stone, London. New York. 

Arrive at New York Monday, May 6. 
1910. 

Tour of 52 days by S. S. "Konig Al- 
bert," $465: tour of 54 days by S. S. 
"Canopie," $470. 

TOUR 14. CHINA, INCLUDING MAN- 
CHURIA, KOREA AND JAPAN. 

Sail from San Francisco on Tuesday, 
February 15, 1910, by the Toyo Kisen 
Kaisha turbine steamship "Chiyo 
Maru." 

Route. — San Francisco, Honolulu, Yo- 
kohama, Kobe, the Inland Sea, Naga- 
saki, Hong Kong (Canton, Macao, etc.), 
Shanghai, Hankow, Peking, Shanhai- 
kwan, Newchwang, Dalny, Port Arthur, 



Chemulpo, Seoul, Fusan, Shimonoseki, 
Miyajima, Onomichi, Kobe, Hyogo, 
Osaka, Kyoto, Nara, Yamada in Ise, 
Nagoya, Shidzuoka, Miyanoshita, Tokyo, 
Nikko, Yokohama (Enoshima, Kama- 
kura, etc.), Honolulu, San Francisco. 

Due to arrive San Francisco Friday, 
June 17, 1910. 

Cost of membership, $1,225. 
TOUR 15. CHINA AND JAPAN. 

Sail from San Francisco on Tuesday, 
February 15, 1910, by Toyo Kisen Kai- 
sha turbine steamship "Chiyo Maru." 

Route. — Honolulu, Yokohama, the In- 
land Sea, Nagasaki, Shanghai, Hong 
Kong (Canton, Macao, etc.), Shanghai, 
Nagasaki, Kobe, Miyajima, Osaka, Ky- 
oto, Nara, Yamada in Ise, Futami, Na- 
goya, Shidzuoka, Miyanoshita, Tokyo. 
Nikko, Yokohama, Honolulu, San Fran- 
cisco. 

Due to arrive San Francisco Friday, 
May 20, 1910. 

Cost of membership, $875. 

TOUR 16. JAPAN. 

Sail from San Francisco on Tuesday, 
March 8, 1910, by the Pacific Mail 
Steamship Company's steamship "Mon- 
golia." 

Route. — San Francisco, Honolulu, Yo- 
kahama, Kobe, Miyajima, Osaka, Ky- 
oto, Nara, Yamada in Ise, Futami, Na- 
goya. Shidzuoka, Miyanoshita, Tokyo, 
Nikko, Yokohama, Honolulu, San Fran- 
cisco. 

Due to arrive San Francisco Friday, 
May 20, 1910. 

Cost of membership, $700. 

TOUR 17. A NEW WAY AROUND 
THE WORLD. 

By the Trans-Siberian Railway. 

Sail from San Francisco on Tuesday. 
March 8, 1910. by the Pacific Mail 
Steamship Company's steamship "Mon- 
golia." 

#o«£e.— San Francisco, Honolulu, Yo- 
kohama, Kobe; Hyogo, Osaka, Kyoto. Ya- 
mada in Ise, Futami, Nagoya, Shidzuo- 
ka, Miyanoshita, Tokyo, Nikko, Yokoha- 
ma, Onomichi, the Inland Sea, Miyaji- 
ma, Shimonoseki. Fusan, Seoul, Naga- 
saki, Manila (Philippines), Hong Kong 
(Canton, Macao), Shanghai, Hankow, 
Peking, Tientsin, Shanghaikwan, New- 
chwang. Dalny, Port Arthur, Mukden. 
Kwanchengtzu. Harbin, across Siberia 
to Irkutsk, Moscow, St. Petersburg. 
Warsaw, Berlin, Hamburg, New York. 

Due to arrive at New York Saturday. 
July 23, 1910. 

Cost of membership, $1,985. 

EGYPTIAN TOURS— GERMAN 
SERVICE 

DESCRIPTION OF 20 DAYS* NILE TRIP 

1st day — Leave Kasr-el-Nil Bridge, Cairo, 
at 10 a. m. Visit to Memphis 
and Sakhara during afternoon. 

2d " — Pass Pyramid of Meydoom and 
Beni Sooef. 

3d " — Excursions to Tombs at Beni 
Hassan. 



361 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



4th day — Arrive Assiout. 

5th " — Visit to places of interest in and 

around Assiout. 
6th " — Sail to Denderah. 
7th " — Excursion to the wonderfully pre- 
served Temple of Denderah. 
8th " fWill be spent visiting the highly 
9th " -t. interesting Temples and Tombs 
10th " [ clustering in and around Luxor. 
1 1th " —Excursion to the Temple at Edfou. 
12th " — Arrive at Assouan early afternoon. 
13.th " — Visit the famous Island of Philae, 
with its numerous archaeologi- 
cal treasures, and to the Cata- 
ract. 
14th " — Excursion to the Tombs at As- 
souan. 
15th " — The Temple of Esneh will be 

visited, afternoon at Luxor. 
16th " —Sail to Baliana. 
17th " — Excursion to the Temples of Seti 

and Rameses II. at Abydos. 
18th " — Short stay at Assiout. 
19th " — Sail to Minieh. 
20th " — Arrive Cairo. 

The Cook Company also have a fine line of 
Steamers and they issue special programmes 
which can be supplied by the New York 
Office, Thos. Cook & Son, 245 Broadway, 
New York City. 

ROUND THE WORLD TOURS. 

Tickets around the world are issued 
by the Peninsular & Oriental Steam- 
ship Company's New York office, 281 
Fifth Avenue, at the following terms : 

Tour One. 

Across the Atlantic by any trans-At- 
lantic line to London ; from London to 
Hong Kong via Gibraltar, Marseilles, 
Port Said, Suez, Aden, Colombo, Penang, 
and Singapore by P. & O. S. N. Com- 
pany ; from Hong Kong to Vancouver 
via Shanghai, Nagasaki, Kobe, and Yo- 
kohama by Canadian Pacific Royal Mail 
Steamship Line ; from Vancouver to New 
York via Montreal or Minneapolis and 
Chicago, $610.00. 

Tour Two. 
Same as above except that Pacific 
Mail Steamship Company, or Occidental 
& Oriental Steamship Company, or To- 
yo Kisen Kaisha steamers are used be- 
tween Hong Kong and San Francisco 
via Honolulu, and any transcontinental 
line except the Canadian Pacific between 
San Francisco and New York, $610.00. 

Tour Three. 
Same as above, except that Great 
Northern Steamship Company is used 
between Hong Kong and Seattle via 
Shanghai, Nagasaki, Kobe, and Yoko- 
hama, and from Seattle to New York via 
any transcontinental line, $610.00. 

Tour Four. 
Same as above, except that the Bos- 
ton Steamship Company or the Nippon 
Yusen Kaisha is used between Hong 
Kong and Seattle via Shanghai, Naga- 
saki, Kobe, and Yokohama ; Seattle to 
New York via any transcontinental line, 
$580.00. 



Tour Five. 

Choice of trans-Atlantic steamship 
lines New York to London : P. & O., 
London to Sydney via Gibraltar, Mar- 
seilles, Port Said., Aden, Colombo, Fre- 
mantle, Adelaide, and Melbourne ; China 
Navigation Company, Eastern & Aus- 
tralian Company, or Nippon Yusen Kai- 
sha from Sydney to Hong Kong via the 
Torres Straits and Queensland Ports ; 
Canadian Pacific Company's Royal Mail 
Steamship Line, Hong Kong to Vancou- 
ver via Shanghai, Nagasaki, Kobe, and 
Yokohama ; Vancouver to New York via 
Montreal or Minneapolis and Chicago, 
$764.00. 

Tour Six. 

Same as above, except that the Pa- 
cific Mail Steamship Company, Occiden- 
tal & Oriental Steamship Company, or 
the Toyo Kisen Kaisha is used between 
Hong Kong and San Francisco, and any 
transcontinental line except the Cana- 
dian Pacific between San Francisco and 
New York, $764.00. 

Tour Seven. 
Same as above, except that the Great 
Northern Steamship Company is used 
between Hong Kong and Seattle, and 
any transcontinental railroad between 
Seattle and New York, $764.00. 

Tour Eight. 

Same as above, except that the Bos- 
ton Steamship Company or the Nippon 
Yusen Kaisha is used between Hong 
Kong and Seattle via Shanghai, Naga- 
saki, Kobe, and Yokohama, and any 
transcontinental railroad between Se- 
attle and New York, $734.00. 

Tour Nine. 
Choice of trans-Atlantic lines New 
York to London ; P. & O., London to 
Sydney via Gibraltar, Marseilles, Port 
Said, Suez, Aden, Colombo, Fremantle, 
Adelaide, and Melbourne ; Canadian Aus- 
tralian Royal Mail Steamship Line, Syd- 
ney to Vancouver via Brisbane, Suva 
(Fiji Islands), and Honolulu; Vancou- 
ver to New York via Montreal or Min- 
neapolis and Chicago, $632.70. 

Tour Ten. 
Same as above, except that the Oce- 
anic Steamship Company is used be- 
tween Sydney and San Francisco via 
Auckland, Samoa, and Honolulu, and 
any transcontinental line except the Ca- 
nadian Pacific from San Francisco to 
New York, $632.70. 

Tour Eleven. 
Choice of trans-Atlantic steamship 
lines New York to London ; P. & O., 
London to Hong Kong via Gibraltar, 
Marseilles, Port Said, Suez, Aden, Co- 
lombo, Penang, Singapore : Hong Kong 
to Sydney via China Navigation Com- 
pany, Eastern & Australian S. N. Com- 
pany, or Nippon Yusen Kaisha ; Oceanic 
Steamship Company, Sydney to San 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



365 



Francisco via Auckland, Samoa, and 
Honolulu : San Francisco to New York 
via any transcontinental line except the 
Canadian Pacific, $800.00. 

■> Tour Twelve. 

Choice of trans-Atlantic lines New 
York to London ; P. & O., London to 
Sydney via Gibraltar, Marseilles, Port 
Said, Suez, Aden, Colombo, Fremantle, 
Adelaide, and Melbourne ; Oceanic 
Steamship Company, Sydney to Auck- 
land ; Union Steamship Company, Auck- 
land to Taiti ; Oceanic Steamship Com- 
pany, Taiti to San Francisco ; any trans- 
continental line except the Canadian Pa- 
cific, San Francisco to New York, 
$695.00. 

Variations on Extra Payments. 

Passengers from London to Sydney or 
Hong Kong can proceed via India on 
payment of an additional sum of $48.60, 
covering passage from Aden to Bombay, 
and thence to Colombo, or from Calcut- 
ta to Colombo, but will have to pay their 
own railroad fare across India from 
Bombay to Calcutta if they take that 
route. The overland journey across In- 
dia, which can be included in a round 
the world tour at the time of securing 
ticket, costs $29.20 by direct route be- 
tween Bombay and Calcutta, Allahabad, 
Jubbulpore, or $45.00 via Northwest 
Provinces, that is, via Ahemedabad, 
Jeypore, Delhi, Agra, Cawnpore, Luck- 
now, Benares. 

If passengers provide their own trans- 
portation from London to Gibraltar, 
Marseilles, or Brindisi, an allowance of 
$19.50 will be made from the fares 
quoted above. The same reduction will 
apply if passengers travel between Amer- 
ica and Europe via the Mediterranean 
services of the trans-Atlantic steamship 
lines. 

A further allowance of $19.80 will be 
made if passengers do not join P. & O. 
steamer before Port Said, or leave it 
at that port. 

Around the world tickets entitle the 
holders to $100 accommodations on 
trans- Atlantic steamers and to the best 
accommodations vacant at the time of 
application for same on the P. & O. 
boats. 

Round the world tickets are good for 
two years from the date of issue and 
enable passengers to stop over at any 
point en route within the limit of valid- 
ity. 

In addition to the above a great many 
side trips can be arranged for. 

The above tours can also be reversed. 



Naples. — By all means spend the night at 
Pompeii. Hotels are cheap -and good. 
Vesuvius can be visited by horseback from 
Pompeii. About 10 to 12 francs should be 
allowed for the excursion. Not recommended 
for ladies, as the trip up the cone after the 
horses are left is arduous, and the return trip 
is bad for shoe leather and stockings. 



The relationship existing between East 
Anglia and New England is preeminently that 
of members of the same race and blood. The 
pioneer settlers commemorated their love of 
their native East Anglia by giving the local 
place names of their old homes to the new 
settlements in New England which they 
founded. Among the names of cities, towns 
and villages in New England States, the fol- 
lowing have been adopted from places in East 
Anglia, now served by the Great Eastern Rail- 
way Company of England: 

New ENGLAND-adopted from-EAST Anglia 



Norwich (Conn.) 


Norwich. 


Cambridge (Mass., Me. 




Vt. and N. H.) 


Cambridge. 


Lynn (Mass.) 


Lynn. 


Ipswich (Mass.) 


Ipswich. 


Ipswich River (Mass.) 


Ipswich River (Or 




well). 


Woodbridge (Conn.) 


Woodbridge. 


Harwich (Mass.) 


Harwich. 


Harwich Port (Mass.) 


Harwich Port. 


Colchester (Vt. and 




Conn.) 


Colchester. 


Chelmsford (Mass.) 


Chelmsford 


Yarmouth (Mass.) 


Yarmouth. 


Sudbury (Mass.) 


Sudbury. 


Groton (Mass., Conn., 




Vt. and N. H.) 


Groton (book to Sud 




bury). 


Framingham (Mass.) 


Framingham. 


Newmarket (N. H.) 


Newmarket. 


Cavendish (Vt.) 


Cavendish. 


Needham (Mass.) 


Needham. 


Wells (Vt. and Me.) 


Wells. 


Burnham (Me.) 


Burnham. 


Brandon (Vt.) 


Brandon. 


Thetford (Vt.) 


Thetford. 


Attleboro (Mass.) 


Attleboro. 


Braintree (Mass. and 




Vt:) 


Braintree. 


Maiden (Mass.) 


Maiden. 



Dover Harbor. — The new Dover Har- 
bor, covering at low water an area of 690 
acres and costing £3,500,000 for its construc- 
tion, was opened by the Prince of Wales on 
October 15. The docks have been in course 
of construction for 11 years. The western 
arm of the harbor has been increased in 
length from 2,000 ft. to 4,000 ft., and an 
eastern arm constructed measuring 2,924 ft. 
A southern breakwater 4,212 ft. long, with 
the two arms, encircles the harbor. There 
are two openings, on the east into the naval 
harbor, and on the west alongside the 
Admiralty Pier. The harbor has required 
63,000 concrete blocks each weighing from 
25 to 41 tons for the two arms and the break- 
water, and 5,000 more as an apron to protect 
the new works on the outside. Many thou- 
sands of tons of Cornish granite have also 
been used. It is expected that Dover Har- 
bor will become a port of call for many 
ocean going vessels. 



In the heart of Alpland, the Bernese Ober- 
land has long been a favorite place of resort 
and the Jungfrau draws its thousands. The 
fashionable season in the Oberland lasts from 
April until October, but the region is attrac- 
tive all the year round. There is not a time 
in the whole year when flowers cannot be 
gathered at some elevation. 



HOTELS 



In odd, out-of-the-way places, do 
not ask for food or accommodations 
which are unknown to the hotels, as 
this often causes the hotel proprietors 
much trouble and results in a serious 
increase in the expenses for the trav- 
eler. Thus the writer asked for choco- 
late some years ago at a hotel in As- 
sisi, and the proprietor was obliged 
to send all over town before the choco- 
late could be purchased, so there is 
little wonder that 1 franc, 75 centimes 
(35 cents) was charged on the bill. 
On the Continent you furnish your 
own soap. 

As far as possible always write or 
telegraph ahead for your room, except 
in very unfrequented places. Nothing 
is more disappointing than to have to 
drive around for an hour or so in a 
cab, looking for accommodations which 
are often only secured at second-class 
hotels. 

The question of fees in hotels offers 
more of a problem than on the 
steamer. Head waiters should receive 
a shilling or a mark where a stay of 
a single day is made, for one or two 
persons. A chambermaid should re- 
ceive a franc or a mark for the same 
period. The porter should receive com- 
pensation according to the services per- 
formed. A franc or a mark should be 
sufficient for one or two persons. Other 
servants, such as a "boots," expect 
small remunerations. Twenty-five 
centimes or twenty pfennigs should be 
sufficient. In some hotels, particularly 
in Germany, when a visitor is leaving, 
the porter rings a bell and summons 
the whole retinue of servants, most of 
whom the visitor has never seen. In 
cases of this kind a hasty retreat 
should be made, as if all were to be 
accommodated, the European tour 
would be very much curtailed. In 
general the hotel servants who need 
to be feed are the porter, the head 
waiter, the chambermaid, and^ possibly 
the waiter who has actually waited 
on you, if his services have called for 
Special commendation. A nice way of 
tipping is to tell the servants that 
you have "remembered them at the 
office." They are always grateful. 
Ask the proprietor to distribute 7 to 
10 per cent, of your bill ; 7 per cent, if 
the bill is large, 10 per cent, if small. 



Incoming travelers should turn over 
their baggage to uniformed porters 
representing the hotel at which they 
are to stop. The charge for accommo- 
dations in the hotel 'bus is practically 
uniform, but in some cases the 'buses 
are owned by private persons and pay- 
ment must be made on alighting, but 
usually the cost is charged on the bill. 

The porter of the hotel is a very 
important personage. He takes care 
of the coming and going of guests, and 
is a mine of useful information. He 
should be feed at the rate of a franc 
to a franc and a half a day in France, 
or a mark a day in Germany. They 
are particularly expert in working out 
itineraries for travelers. They are also 
in a position to see that baggage is 
properly placed on the trains. 

The porters in the hotels abroad 
place labels on trunks, handbags, etc., 
and often use considerable skill in dis- 
playing them so as not to efface the 
labels of other hotels. The baggage, 
when it lands at New York or other 
ports, presents a parti-colored and 
gala appearance. It is customary to 
ask the porter for additional labels, 
in order that new suit-cases and new 
trunks may be "treated" after the old 
labels have fallen into disrepair. One 
concern in the United States adver- 
tises to send ten bona fide labels for 
one dollar,, in order that those who 
stay at home may also have decorated 
traveling paraphernalia. This seems 
hardly fair, however. 

HOTELS IN ENGLAND 

The following remarks are based on 
personal experience. It will not be 
subscribed to by the Englishman who 
has a fondness for the cuisine of the 
United Kingdom. 

The food at hotels in England is 
apt to be cooked and served in a way 
which is distasteful to the American 
traveler who is used to better things ; 
the bread particularly is apt to be bad, 
and it is almost impossible in England 
to obtain a good cup of coffee. The 
best coffee in the world can be spoiled 
by an English cook. Their tea is very 
much better and should be used freely 
by those who care for this beverage. 



366 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



367 



Many experienced travelers carry 
small French coffee machines and 
make coffee on the table. The proper 
conveniences would be provided in any 
hotel for this. The traveler should 
carry a small can of paprika, as this 
can rarely be obtained except in Lon- 
don, and gives an added zest to the 
usually unseasoned English food. At 
pretentious hotels an attempt is made 
to~ serve a French table d'hote dinner, 
usually at an absurdly expensive price, 
say four or five shillings. The cook- 
ing is apt to be no better than can 
be obtained in the smaller hotels. Often 
a better meal can be obtained at the 
best restaurant in a town than at the 
best hotel. One gets used to the food 
in England after a few days, but 
there is apt to be a shock after coming 
off the steamer with its splendid 
cuisine and unlimited raw materials. 
When the Continent is reached the 
traveler is apt to give a sigh of relief, 
as the food question has been solved. 
In London good food can be obtained 
at all of the best hotels and at the 
various Italian restaurants, also 1 at 
special restaurants which are noted in 
the section relating to London. Inns 
in the small Cathedral towns are apt 
to be particularly deadly as regards 
the food question. The charges are 
high and the food is bad and the ser- 
vice is almost beyond belief. In sum- 
mer when travel is heavy, particularly 
in the Lake districts of Scotland, etc., 
rooms should be engaged by telegram, 
using a nine-penny prepaid message 
for the purpose, so that the traveler 
can be informed if there is no accom- 
modations ; if he does not receive a wire 
he may assume that he can be put up. 
The average price for a room in a coun- 
try inn or hotel is from two to three 
and one-half shillings, with often an 
extra charge for light and attendance, 
which you do not get, often amounting 
to 1 /6 ; while the baggage usually 
comes to about 1/6 to 2/6; while the 
dinner costs 3 to 5 shillings. Servants 
have to be given fees whether their ser- 
vices have been meritorious or indiffer- 
ent. Chambermaids should receive one 
shilling ; the waiter should get about 
10 per cent, of the amount of the bill, 
but where this is small, the percentage 
will be slightly increased, owing to the 
peculiarity of English money ; thus, in- 
stead of a fee of ten cents, a fee of six 
pence, or twelve cents, must be given. 
The "boots" receives six pence for 
bringing up baggage and taking it 
down, and three pence for his services 
as a bootblack will be ample. The 



porter, or portier, should not be con- 
fused with the ordinary porter of bag- 
gage, this function being usurped by 
the "boots." He is a very useful 
person and can give much valuable in- 
formation as to trains, sight-seeing, 
costs of conveyances, etc. He should 
receive a shilling a day. 

If your room is cold at an English 
inn order a foot-warmer — an abomina- 
tion made of Doulton stoneware — a 
jar filled with hot water. Be sure the 
stopper is tight before taking it to 
bed. It takes a hardy traveler to stop 
in a cathedral town like Wells in 
winter. The writer reached Wells from 
Bath late in the evening and repaired 

to the hotel. No room with 

a fire was available, and with chatter- 
ing teeth he dressed and descended to 
the so-called office and begged one of 
these abominations which leaked. A 
heavy cold was the penalty. Do not 
cut out Wells, but do not pass the night 
there except in summer, and bring 
everything for wet weather. 

SWISS HOTELS 

The Hotels of Switzerland, Lake 
Constance ; Italian lakes and Chamou- 
n ix is a most valuable book, which is 
issued by the Swiss Society of Hotel 
Proprietors. It can be obtained gratis 
on the steamers and agencies of many 
of the trans-Atlantic lines, also at 
Swiss Consulates all over the world, 
and all offices of the Swiss Federal 
Railway, which office in New York 
City is located at 241 Fifth Avenue. 
The postage should be included in ask- 
ing for this book, for which no charge 
is made. It is issued in the interests 
of the hotel proprietors, and a careful 
perusal of it will do away to a large 
extent with the complaints of over- 
charges, of which we hear quite a lit- 
tle each year. There is an illustration 
of each hotel, there is concise infor- 
mation as to the number of beds, the 
accommodations of various kinds, and 
the prices at various seasons of the 
year, both for rooms and meals, and 
board and lodging, also rates for ser- 
vants and children. There are 222 
pages in the book. Hotels charging 
less than five francs a day are not 
found in the book, as they are mostly 
frequented by local inhabitants, and 
hotels of this grade are not appre- 
ciated by the foreigners. It should be 
remembered that the Swiss season is 
a very short one and that there is an 
enormous influx of visitors who oc- 
cupy every spare bed in the hotels. 



3G8 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



It is therefore necessary to order 
rooms several days in advance in or- 
der to make certain of securing the 
same. Do not order rooms by tele- 
phone ; use a telegram or preferably 
the mail, accompanied by a post office 
money order for five francs per bed, 
giving the following information. 
State: (1) The number of rooms de- 
sired ; ( - 1 whether single or double 
bedded rooms; (3) the floor; (4) the 
day and time of arrival; (5) if the 
stay is to be prolonged more than one 
night or several days; a change in 
plan, however, does not render this 
binding; (6) the exact address of the 
person ordering the rooms. In case 
the person ordering the rooms is pre- 
vented from occupying them, the or- 
der should be immediately canceled by 
telegram. If there is delay in a nival 
and the proprietor is not informed, 
he is entitled to the price for the re- 
served room in question. Due notice 
of departure is of as much interest 
to the visitor as to the proprietor. If 
the latter is prevented from letting a 
room by delay in departure, he is only 
acting in a business-like manner if he 
charges for the room for the following 
night. The same rule applies when 
rooms are ordered for an early hour 
in the morning, and must conse- 
quently be kept vacant in order to 
provide accommodations for the vis- 
itor who comes in the early morning. 
There is often an increase in (lie 
charge for rooms if the visitor does 
not take his meals at the hotel; this 
question should be discussed when 
making the bargain for rooms. As in 
hotels in other lands, valuables should 
lie deposited with the proprietor to be 
placed in the safe at night. Regis- 
tered letters are difficult of delivery in 
Switzerland unless the visitor has a 
passport or some excellent means of 
identification, such as a letter of 
credit. 

LAUNDRY 

Laundry work can be done at short 
notice anywhere in Europe. If neces- 
sary, soiled garments will be called 
for and delivered the same day. Most 
of the large hotels have' their own 
laundries. 

Laundry in England is about as 
bad as the food; the clothes are apt 
to come back only fairly clean and 
their life is very much shortened after 
being entrusted to an English laundry 
for a short time. 

The following laundry list is one 
furnished by a modern steam laundry 
in New York City. Various items re- 



lating to household linens, such as tow- 
els, tablecloths, etc., have, of course, 
been omitted. The same numbers oc- 
cur in the French, German and Italian 
lists as in the English list. It is 
thought that witii the aid of these 
tables much inconvenience may be ob- 
viated. 

Blanchi&sbrib, ®b GrbweljiM 

Bianchissace t Location oeIinse 

^°t Leon Edki.IiVk 

<• -> v 14, Rue Rougctdc lisle 




A FRENCH LAUNDRY BILL PAID BY 
THE HOTEL AND CHARGED 



Perhaps the first theatrical performance 

on a transatlantic liner was given during a 
recent voyage of the " Laurentic" from Liver- 
pool. There were but eighty first-class 
passengers, so that, it was decided to give a' 
theatrical performance instead of the regular i 
concert — a one-act sketch called "Hog- 
many," a play which does not require any 
change of scenery, and which is quite a fa- 
vorite among amateurs. The landing of 
the lower promenade deck was utilized as a;i 
Stage, and the audience sat on the wide com- 
panionway steps between the upper and lower 
promenade decks, thus making a picture 
which was suggestive of an ancient arnphi- 
t'lriitcr. The scene was laid in a flat in 
Bloomsbury, London, and the comedy which 
was in the. hands of professionals was very 
realistic. An attempt was recently made to 
put on a play on another vessel, but the sea 
was so rough that the actors were all seasick. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 369 



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170 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 

X / 

(VI e» a • | > « «< 



HOTEL CONTINENTAL 



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PART II 



LIST OF 2,000 HOTELS 



No list of hotels can be given which 
can be absolutely relied upon as being- 
accurate for any great length of time. 
We have, however, before us, and re- 
print, a list of hotels dated December 
23, 1909, which was issued by a lead- 
ing tourist agency as being the names 
of first class hotels. This list '"A" 
may be considered to be of quite some 
value, as practically all the hotels seem 
to be well spoken of in guide books, 
such as Baedeker, etc. These hotels 
accept the coupons of the largest tour- 
ist agency (seepage 383) at a uniform 
rate of $2.(50 for rooms and all meals 
or coupons to the value of $2.00 for 
rooms, light, service, plain breakfast 
dinner, $2.15 for meat breakfast. In 
the subsequent editions of this book 
it is hoped that lists of hotels com- 
piled on an entirely new plan may be 
included. Hotels marked "V" provide 
full board for $4.00 per dav. hotels 
marked "W" $3.00 per day. 

We also append a list of hotels "B," 
in England. Scotland. Ireland. North 
of England, Isle of Man. and English 



Lake districts. This list was obtained 
from the same source and is believed 
to be reliable. 

We also include another list of 
hotels "R," where the scale of charges 
is lower. Where instead of the ex- 
pense being about thirteen francs a 
day, the expense is about nine and a 
quarter francs a day. We term this 
a list of "moderate priced hotels." In 
all of these hotels special hotel cou- 
pons, which can be obtained from the 
tourist agency mentioned, are accepted. 
There are, however, very often certain 
extra charges, regulations, etc., which 
affect to some extent the use of these 
coupons. Those, however, who use this 
means of payment for accommodations 
will be advised by the literature of the 
company issuing the same of all the 
variations from standard conditions. 
These supplements are rather annoy- 
ing, but are necessary in places like 
Munich this year, where a 2-mark 
supplement is required. Please read 
the text carefully before selecting a 
hotel. 



LIST OF FIRST-CLASS HOTELS "A" 

All the Hotels in the following list are not open during the entire year. 

^Closed in Winter. fCloSed in Summer. 

HOTELS IN FRANCE, FRENCH SAVOY AND CHANNEL ISLANDS. 

Hotel Coupons Accepted. If you are using coupons make known the fact 
immediately on arriving. 

Rates $2.60 — $3.00 except hotels marked "V" and " TT" 

of the hotels accept coupons for full board at $2.60 without supplement, but the rate 
'— $3.00 covers all possible contingencies. See text above. All these hotel* accept cash 
payments as well as coupons, usually on fully as good terms, but the coupon* are often 
convenient. 



International Palace Hotel 
Grand Hotel Louvre et Savoy* 
Grand Hotel et Restaurant du 

Mont Revard* 
Hotel du Pavilion 

Grand Hotel d'Ajaccio et Conti- 
nental 
Grand Hotel de France 
■ilk (Savoy 1 — Hotel Million 
rd-les-Bains — Grand Hotel des Bains 
ns — Hotel de l'Univer* 
Ampiiion (Lake of Geneva^ — Grand Hotel 
des Bain* 



Aix les 
Bains 



Ajaccw 



Angers — Grand Hotel 

A ngoulente- — Grand Hotel du Palais 

y — Grand Hotel dAngleterre et Grand 
Hotel 
Antibes Grand Hotel! 

-and Hotel du Car. 
Arcacfion ! Hotel des Pins et Continental 

Grand Hotel de Franc-.- 
Argeles-Gazoet — Hotel de Fra, 
Aries — -Hotel du Forum 
A vigiion — Grand Hotel de l'Europe 
Awaitches — Hotel de France 



371 



372 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Hotels at $2.60— $3.00 
Read text carefully 

FRANCE, FRENCH SAVOY, &c— Continued 



Bagneres de Bigorre — Grand Hotel Beau Se- 
jour 

f Grand Hotel* 
Bagneres { Grand Hotel des Bains* 

de J Grand Hotel de Luehon et du 

Luchon [ Casino* 
Bagnoles de I'Orne — Hotel de Paris 
Bayonne f Hotel du Commerce 
\ Hotel Saint Etienne 
Beaulieu ( Hotel Empresst 

1 Meyer's Victoria Hotel 
Belfort — Grand Hotel de l'Ancienne Poste 
Bellegarde — Hotel de la Poste 
Bescmcon — Grand Hotel des Bains Salins 

f Hotel de Bayonne et Metropole 
Biarritz \ Hotel Regina, V 
[Hotel Victoria, W 
f Hotel de France 
Blois \ Hotel du Chateau 

[ Grand Hotel de Blois, W 
Bordeaux — Hotel de France 
Boulogne — Grand Hotel Christol and Bristol 
Bourbonne-les-Bains — Hotel des Bains 
Bourg d'Oisans (Isere) — Hotel de l'Oberland 

Francais* 
Bourg-en-Bresse (Ain) — Grand Hotel de 

France 
Brest — Hotel des Voyageurs 
Brlancon — Gd, Hotel de Briancon 
Brides les Bains — Grand Hotel de3 Thennes * 
Caen I Hotel de la Place Royale 

1 Hotel d'Angleterre 
Calais — Grand Hotel 
Cancale — Hotel du Guesclin* 
f Hotel Splendidet 
Hotel Grande Bretagnef 
Hotel de la Plage t 
Hotel de Hollande et de Russiet 
Gordon Hotel Metropolef. V 
Gallia Hotelt, V 
Hotel Gray et d'Albionf, W 
Hotel Prince de Gallesf, W 
Rost's Continental Hotelf, W 
Cap Ferrat (?ir. Beaulieu) — Grand Hotel du 

Cap Ferratti W 
Cap Martin — Hotel Bella Rivat- W 
Carcassonne — Hotel St. Jean Baptistc 
Cauterets / Hotel Continental* 

\ Grand Hotel d'Angleterre, W 
Cerbere — Buffet de la Gare 
Cette — Grand Hotel 
Chalons s. Marne — Hotel de la Haute Mere 

Bieu 
Chambery j Grand Hotel de France 
t Buffet de la Gare 

[ Grand Hotel d'Angleterre* 
j Hotel de Londres 
Chamonix - 1 Hotel Roval et de Saussure* 

I Hotel Mont Blanc* 
Chartres — Hotel de France 

f Hotel de l'Aiglc et d'Angleterre 
Cherbourg \ Grand Hotel dtl Casino 
( 1 1> rmont-F errand — Hotel de la Poste 
Compiegne J Hotel de la Cloche 
\ Palace Hotel*. W 
f Hotel de l'Establissement 
] Hotel Cosmopolitan* 



Cannes 



Contrcxcville 



[ Grand Hotel 
Dieppe { Wharf Buffet (Meals only) 

I Royal Hotel* 
Dijon / Hotel de la Cloche 

1 Hotel Jura 
Dinan — Hotel de Bretagne 
Dinard — Hotel de la Plage et du Casino* 
Dunkirk — Hotel du Chapeau Rouge 
Echelles — Hotel Durand 
Epernay — Hotel de l'Europe 
Epinal (Vosges) — Hotel de la Poste 
Etretat / Hotel Hautville 

\ Golf Hotel et Roches Blanches. W 
Evian — Hotel du Helder 
Evreux — Hotel du Grand Cerf 
Fecamp — Grand Hotel des Bains et de 

Londres* 
Gap — Hotel du Nord 
Gavarnie (Hautes Pyrenees)— Hotel du Cirque 

et de la Cascade* 
Gerardmer — Grand Hotel du Lac* 

{ Grand Hotel 
Granville { Hotel du Nord et des Trois 

( Couronnes 
Grasse — Grand Hotelt. W 

f Grand Hotel 
Grenoble \ Grand Hotel Moderne et des Trois 

[ Dauphins 
Guernsey — Gardner's Royal Hotel 
Havre j Hotel Continental 

\ Hotel de Normandie 
Hendaye f Grand Hotel 

(Basses ■{ Hotel de France et d'Angle- 
Pyrenees ) { terre 

( Hotel des lies d'Ort 
Hyeres — \ Grimm's Park Hotel 
1 Hotel Costebelle, W 
Jersey — Grand Hotel 
La Baule — Hotel Royal* 
La Bow- [ Hotel de l'Establissement 
boule { Grand Hotel* 

i Splendid Hotel et Beausejour, W 
La Grave — Hotel de la Meije* 
Le Fayet-St. f Terminus Hotel Buffet de 

Gervais ■{ la Gare 
(Haute Savoie) { 
Le Maris — Hotel de France 
Le Puy — Hotel des Ambassadeurs 
Les-Grandes-Dailes — Grand Hotel de la Plage* 
Lille — Hotel de l'Europe 

Limoges — Hotel Callaud et de la Paix Reunis 
Lion-sur-Mer — Grand Hotel* 
Lourdes f Hotel Royal 

(Hautes J Grand Hotel Heins 
Pyrenees) ) Grand Hotel du Boulevard 

( Hotel de la Grotte 
Lovagny — Hotel des Gorges du Fier 
Luxeuil-les- /Grand Hotels Metropole* 

Bains ( Vosges) \ du Pare,* des Thermes* 
Luz (Hautes Pyrenees) — Grand Hotel de 

FCnivers 
Lyons \ Grand Hotel du Globe 

\ Grand Nouvel Hotel 
Lyons Perrache — Station Buffet 
Macon — Grand Hotel de l'Europe et d'Angle- 
terre 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



373 



Hotels at $2.60— $3.00 
Read text carefully 

FRANCE, FRENCH SAVOY, &c— Continued 



Marseilles — Hotel du Louvre et de la Paix 
Martigny-les-Bains (Vosges) — Hotel Inter- 
national* 

Hotel Bristolf 
Hotel Prince de Galles 
Hotel de Mentonf 
Hotel Grande Bretagnef 
Mentone { Winter Palace Hotelt. V 
Hotel des Anglaist, W 
Hotel Westminster)-, W 
{ Hotels d'ltalie and Bellevuet, W 
Mers — Hotel du Casino* 
Modane \ Hotel International 

1 Station Buffet 
Monaco (Condamine) — Hotel Bristol 
f Hotel Savoief 
| Hotel de Londres 
Monte | Hotel d'Albion et du Littoral 
Carlo— { Hotel Windsorf, V 
| Hotel Balmoralf, W 
I Hotel des Anglais et St. James, W 
( Monte Carlo Palace Hotel, W 
Mont Dore — Nouvel Hotel, et Hotel de la 

Poste* 
Montpelliei — Grand Hotel 
Mont St. Michel — Etablissements Poulard 

Reunis 
Nantes — Hotel de France 
Grand Hotelt 
Hotel Beau Rivage 
Hotel Metropolet 
Nice — J Queen's Hotelt 
Hotel du Rhint 
Hotel Terminus 
Station Buffet 
Langham Hotelt, W 
Nice j Hotel Pavilion Victoriat 
(Cimiez) \ Hermitage Hotelt. V 
Nimes — Grand Hotel de Luxemburg 
Orleans j Hotel Terminus 

\ Grand Hotel St. Aignan, W 
Parame j Grand Hotel* 

\ Bristol Palace Hotel 
' Grand Hotel Terminus 
Hotel du Palais d'Orsay 
Hotel St. Petersbourg 
Hotel Dominici 
Hotel du Louvre 
Hotel Londres et New York 
Hotel Magenta 
Hotel de Calais 
Hotel de la Tremoille 
Hotel Malesherbes 
Hotel dAutriche 
Paris { Hotel Burgundy 
Hotel de Castille 
Hotel Terminus du Nord 
Hotel du Palais, 28, Cours la Reine 
Windsor Hotel 
Hotel Ste, Anne 
Hotel International, 60, Avenue 

d'lena, Champs Elysees 
Grand Hotel, V 
Hotel Regina, V 
Hotel Continental, V 
Hotel Bedford, W 
, Hotel Meyerbeer, W 
See special chapter on Paris for full dis- 
cussion of the hotel question in Paris. 



Pau J Hotel du Palais et Beau Sejour 

1 Grand Hotel Gassion, W 
Perpignan — Grand Hotel de Perpignan 
Planet sur Argentieres — Grand Hotel du 

Planet 
Poitiers — Grand Hotel du Palais 
Pontarlier — Hotel de la Poste 
Quimper (Brittany) — Hotel de l'Epee 
Quimperle — Hotel du Lion d'Or et des Voy- 

ageurs 
Rennes — Hotel de France 
Reims — [Grand Hotel 

\ Hotel du Lion d'Or, W 
Roscoff — Hotel des Bains 
Rouen — / Hotel de la Poste 

I Grand Hotel d'Angleterre, W 
Royanles Bains — Grand Hotel* 
f Hotel Splendide 
Royat- J Grand Hotel du Pare et Metropole* 
les-Bains ] Grand Hotel de Lyon* 

[ Grand Hotel*, W 
Saleve (Mountain Health Resort, Monnetier 

— Hotel Bellevue 
Salies de Beam ( Grand Hotel du Pare* 

(Pyrenees) \ Grand Hotel du Chateau 
Salins — Grand Hotel des Bains* 
St. Br euc — Hotel de la Croix Blanche et de 

France Reunis 
St. Gervais-le-Village (Savoy) — Hotel Mont 

Blanc* 
St. Gervais- J Grand Hotel du Mont-Joly* 

les-Bains \ Grand Hotel de la Savoie*, W 
St. Honore-les-Bains (N.evre) — Hotel Vaux 

Martin* 
St. Jean-de-Luz — Hotel d'Angleterre 
St. Jean-sur-Mer (near Beaulieu) — Hotel 

Panorama Palacet 
St. Lo — Hotel de l'Univers 

f Grand Hotel de France et Cha- 
St. Malo \ teaubriand* 

[ Grand Hotel Franklin* 
St. Raphael — -.Hotel Continental & des Bains 
St. Sauveur les Bains — Grand Hotel de France 
St. Servan (St. Malo) — Victoria Hotel 
Sens — Hotel de Paris 
Soissons — Hotel de la Croix d'Or 
Thonon-les- Bains — Grand Hotel* 
Toulon — Grand Hotel des Baines* 

f Grand Hotel de l'Europe et du 
Toulouse \ Midi Reunis 

[ Grand Hotel Tivollier 
Tours / Grand Hotel de Bordeaux 

1 Hotel Metropole, V 
Trieze Arbres (Savoy) — Station Buffet 
Trouville — Hotel Bellevue* 
Yannes j Hotel du Commerce et de l'Epe"e 
1 Grand Hotel de France 
( Hotel du Portugal* 
Vernet-les- •{ Hotel du Pare 

Bains { Hotel des Bains Mercader 
Versailles — Grand Hotel Moderne 
Vichy — Grand Hotel des Bains, W 
Vic-sur-Cere — Grand Hotel* 
Vittel— Central Hotel* 

Vizzavona (La Foce, Corsica) — Hotel da 
Monte d'Or* 



374 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Hotels at $2.60— $3.00 
Read text carefully 

SWITZERLAND AND THE ALPINE DISTRICTS 



At some mountain Hotels in Switzerland two 
table d'hote lunches are provided, and the 
lunch coupons are accepted at the table d'hote 
lunch advertised at 3 francs in such cases. 
Adelboden i Grand Hotel Kurhaus 

\ Hotel National 
Aigle J Grand Hotel* 
\ Hotel Victoria 
Ariolo — Hotel Motta* 
Alpnach-Stadt — Hotel Pilatus 
Amsteg — Hotel de la Croix Blanche 
Andermatt — Grand Hotel Bellevue 
Anniviers — Hotel Weisshorn* 
Appenzell*— Hotel and Kurhaus Weissbad 
A rolla— Hotel Mont Collon* 
Arosa — Hotel Seehof 
Axenfels — Grand Hotel* 
Axenstein — Hotel Axenstein* 
Baden / Hotels Hinterhof and Staadhof 
\ Grand Hotel*, W 
( Hotel Euler and Grand Hotel 
J Hotel Continental 
Bale ) Central Station Buffet (Meals only) 

[ Hotel Trois Rois, W 
Beckenreid (Lake Lucerne) — Hotel and Pen- 
sion Sonne 
Bellinzona — Hotel de la Poste et Schweizer- 

hof 
Bergun — Hotel Piz Aela 
Berne j Hotel Bellevue 
\ Station Buffet 
Bex J Grand Hotel des Salines* 

\ Grand Hotel des Bains* 
Bienne — Hotel Macolin* 
Bouveret — Hotel de la Foret et Casino* 
Brienz — Hotel de la Croix Blanche 
Brigue / Hotel de la Couronne et de la Poste 

1 Buffet de la Gare Internationale 
Br is sago — Grand Hotel* 
Brunig — Grand Hotel and Kurhaus* 
Brunig Railway j Station Buffet (meals only) 
I Grand Hotel and Kurhaus* W 
f Hotel Adler* 
Brunnen \ Waldstatterhof Hotel 4 Cantons* 

{ Eden Hotel and Pension* 
Bulle — Hotel de l'Union 

f Park Hotel* 
Burgenstock \ Palace Hotel*, V 
1 Grand Hotel*, W 
Campfer (St. Moritz) — Hotel Campfer* 
Caux — Grand Hotel du Caux*, W 
Chamounix (Savoy) — See under "Hotels in 

France" 
Chateaux d'Oex / Hotel Berthod 

I Grand Hotel, W 
Chatelard Frontiere — Hotel Suess du Chate- 

lard 
Chaux de Fonds — Hotel de la Fleur-dV-Lis 
Chexbres (near Vevey) — Hotel Belle Vue 
Ch rwalden — Hotel Kurhaus Krone* 
Clarens — Hotel Royal 
Coire — Neues Hotel Steinbock 
Davos I Grand Hotel Seehof 
Dorfli I Fluela Post Hotel 

f Hotel d'Angleterre 
Davos Platz < Grand Hotel Kurhaus, W 
1 Grand Hotel Belvedere, W 
Disentis — Disentis Hof* 
Eggishorn — Hotel Jungfrau 
Einsiedeln — Hotel du Paon 



[ Hotel and Pension Bellevue- 
J Terminus 
Engelberg 1 Hotel Titlis* 

{ Park Hotel, Sonnenberg* 
Evolene — Hotel d'Evolene* 
Faido — Hotel Suisse* 
Faulensee-Bad — Hotel Victoria* 
Fiesch (Eggishorn) — Hotel des Alpes 
Fins Hauts — Hotel Bel Oiseau 
Fluelen — Hotel Croix Blanche et Poste 
Frtbourg — Hotel de la Gare 
Frutigen — Hotel Bellevue* 

( Hotel Furka* 
Ft-.rka I Hotel Furkablich* 

[ Hotel Belvedere* 
Gemmi Pass — Hotel Wildstrubel 
Hotel de la Paix 
Hotel Metropole 
, Hotel Bergues 
Geneva ] Hotel du Lac 

Hotel National, W 
Hotel Angleterre, W 
Gersau — Hotel Muller* 
Giessbach — Hotel Giessbach* 
Glacier du Rhone — Hotel Glacier du Rhone* 
Glion — Hotel Victoria 
Goeschenen — Grand Hotel Goeschenen 
Grindewald f Hotel Bear 

1 Hotel Grand Eiger 
Gryon-s r-Bex — Grand Hotel de Gryon 
Gstaad — Grand Hotel Alpina 
G rten Kulm (near Berne) — Hotel Gurten 

Kulm* 
Harder-Kulm — Restaurant Harder-Kulm 

(meals only) 
Heiden — / Hotel Schweizerhof* 

\ Hotel Freihof* 
Herten tein (near L xerne) — Hotel Schloss 

Hertenstein* 
Hospenthal — Hotel Meyerhof* 
( Hotel Metropole* 

Grand Hotel (formerly Beau 
I Rivage)* 
Interlaken j Hotel Victoria* 
Hotel Jungfrau* 
I Hotel National* 
I Hotel Royal St. George* 
Ilanz — Hotel Oberlap 
I e le — Hotel de la Poste 
Laax — Hotel Seehof 
Lac Noir (Fribourg) — Hotel des Bains du 

Lac Noir* 
Landquart — Hotel Landquart et de la Poste 

f Hotel Gibbon 
Lausanne \ Hotel Eden 
[ Hotel Cecil 
Lauterbrunnen — Hotel Steinbock 
Les Avants — Grand Hotel 
Le Sepey (Ormonts) — Hotel de la Couronne 

et la Comballaz 
Lenkerbad — ( Hotel des Alpes* 
1 Hotel de France* 
Liestal — Hotel des Salines 
Little Scheidegg ! Hotel Bellevue 

1 Buffet Restaurant 
f Grand Hotel 
Locarno ] Hotel du Pare 

( Hotel Metropole 
Lode — Hotel Jura 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



375 



Hotels at $2.60— $3.00 
Read text carefully 

SWITZERLAND, &c— Continued 



f Hotel du Cygne 
Hotel Victoria 
Hotel du Lac 
Chateau Giitsch* 
Lucerne ) Hotel de l'Europe* 

Lake of Lucerne Steamers (meals 
only) 
I Palace Hotel*, V 
f (Paradiso Pier) Station Buffet 
| Grand Hotel de l'Europe au Lac 
Lugano \ Hotel St. Gotthard 
Hotel Bristol 

Grand Hotel and Lugano Palace, V 
Grand Hotel du Pare, W 
. Hotel Splendide*, W 
Lungern / Hotel du Lion d'Or 

\ Hotel and Pension Kurhaus* 
Martigny ] Grand Hotel du Mont Blanc* 

1 Hotel Clerc 
May ens de Sion — Hotel de la Dent d'He'rens* 
Meiringen — Hotel du Sauvage* 
Merl ngen — Hotel Beatus 

Mont-Barry-les-Bains (Gruyere) — Grand Hotel 
les Bains* 

I Hotel Monte Generose, Station 
Monte i Bellavista* 
Genero.o { Hotel Kulm, Station Vetta Kulm* 

f Montreux Palace and Cygne 
Montreux ■{ Grand Hotel Chateau Belmont 

[ Hotel National 
Morgins (Valais) — Grand Hotel des Bains* 
Morschach (Lake Lucerne) — Hotel Frohnalp* 
Mt. Pelerin {near Vevey) — Grand Hotel du 

Mt. Pelerin ' 
Munster — Hotel Croix d'Or et Poste 
Murren / Grand Hotel and Kurhaus 
\ Hotel des Alpes* 
{ Grand Hotel du Lac 
J Grand Hotel Bellevue et Beau 
Nei.chatel \ Rivage 

[ Hotel des Alpes et Terminus*, W 
Neuhausen — Hotel Schweizerhof* 
Oberalp — Hotel Oberalpsee* 
O. chy ( Hotel Beau Rivage 
\ Hotel du Chateau* 
Pfaefers — Hotel et Bains 
PdatyS / Hotel Klimsenhorn* 

(Hotel Pilatus Kulm* 
Pontresina — Hotel Kronenhof 
Promontogno — Hotel Bregaglia* 

{ Hotel Quellenhof* 
Ragatz — \ Hotel Ragatz* 
[ Hotel Bristol* 
Reichenbachfalle — Grand Hotel des Alpes* 
Rigi-First — Hotel Rigi-First* 
Rtgi-Kaltbad — Grand Hotel and Pension*, W 
Rigi-Kulm — Hotels Rigi Kulm and Schreiber* 
Rigi-Scheidegg — Hotel Rigi-Scheidegg* 
Rochers de Naye — Hotel Rochers de Naye* 
Rorschach / Hotel Anker 

\ Hotel Hirschen 
Rosenlani (near Meiringen) — Kurhaus Rosen- 

laui* 
Saas Fee — Hotel Bellevue 
Samaden — Hotel Bernina 
Sarnen — Hotel de l'Obenvald 
Savagnino — Hotel Pianta 
Saxon j Grand Hotel les Bains 

\ Hotel de la Pierre a Voir 



Scheidegg — See Little Scheidegg 

Schinznach — Baths of Schinznach* 

Schruns (Vorarlberg) — Hotel zur Taube 

Schuls — Hotel de la Poste 

Schwyz — Hotel Rossli . 

Schynige Platte (near Interlaken) — Hotel 

Schynige Platte 
Seelisberg — Grand Hotel Seelisberg* 
Sierre — Hotel Chateau Bellevue 
Sils (Engadme) — Hotel Edelweiss* 
Silvaplana (Engadine) — Hotel Post 
Simplon-Kulm — Hotel Belle Vue* 
Simplon Village — Hotel de la Poste* 
Sion — Hotel de Sion and Terminus 
Soleure — Hotel de la Couronne 
Spiez — Hotel Spiezerhof* 
Splugen — Hotel Bodenhaus 
Stachelberg — Hotel Stachelberg Bad* 
Stalden — Hotel Stalden 
Stanserhorn (Lake Lucerne) — Hotel Stanser- 

horn* 

Stansstad — Hotel Burgenstock 

[ Grand Hotel St. Beatenberg, 
Kurhaus* 
St. Beatenberg { Hotel et Pension de la Poste* 
I Hotel Beau-Seiour* 
[ Grand Hotel Victoria* 
St. Bernardino — Hotel Victoria* 
St. Cergues sur Nyon — Hotel de l'Observa- 

toire* 
St. Gallen— Hotel Walhalla 
St. Moritz Bad / Hotel Neues Stahlbad*, W 

\ Hotel Engadinerhof*, W 
St. Moritz-Dorf — Hotel Belvedere 
Susten (near Leuk) — Hotel de la Souste 
Tellsplatte — Hotel et Pension Tellsplatte* 
Territet — Grand Hotel 
Territet-Chillon — Hotel Bonivard 
Tete Noire — Hotel de Tete Noire 
Thoune (Thun) f Hotel Bellevue* 

» * I Grand Hotel Thunerhof * 

Thusis — Hotel Post 
Tiefenkasten — Hotel Julier Post 
Torrentalp (s. Leukerbad) — Hotel Torrentalp* 
Trient — Grand Hotel de' Trient 
Trummelbach — Hotel Trummelbach* 
Unterschakin — Hotel Klausen 
Urigen — Hotel Urigen 

Vallee des Ormonts — Hotel des Diablerets* 
Vermala s. Sierre — Forest Hotel 
Vernayaz — Grand Hotel des Gorges du Trient* 

f Hotel des Trois Couronnes 
Vevey I Grand Hotel Vevey 

[ Hotel d' Angle terre 
Villeneuve — Hotel Byron 
Visp — Hotel de la Poste 
Vitznau J Hotel Vitznauerhof* 

\ Park Hotel* 
Weesen (Lac de Wallenstadt) — Hotel Speer 
Weggis — Hotel Bellevue* 
Weissenstein (Solothurn) — Kurhaus Weissen- 

stein 
Wengen — Grand Hotel and National 
Yverdon — Hotel des Bains* 



37G 



SCIENTIFIC AMERICAN HANDBOOK OK TRAVEL 



Hotels at $2.60— $3.00 
Read text carefully 

SWITZERLAND, &c— Continued 



I Hotel Mont Rose* 

J Hotel Zermatt* 
Zermatt ) Hotel du Mont Cervin*. 

( Hotel Victoria, W 
Zug j Hotel du Cerf 

I Hotel Bahnhof 
Zug (Mountain) — Hotel Schonfels* 



\\ 



Zuoz — Hotel Concordia 

Hotel Uetliberg (on Mount Uetli)* 

Hotel Royal Habis 

Bellevue au Lac and Palace H., W 
Zurich ) Grand Hotel et Baur en Ville, W 

Dolder Grand Hotel*, W 

Grand Hotel National, W 



ITALY AND SICILY 



Acireale — Grand Hotel des Bains 
Alagna — Hotel Monte Rosa* 
Alassio f Grand Hotel Alassio 

( Salisbury Hotelt 
Amalfi — Hotel Cappuccini 
A nacapri— Hotel Eden Molaro 
Ancona I Hotel della Pace 

\ Hotel Victoria 
Aosta — Hotel Royal Victoria* 
Arona — Hotel St. Gothard 
A 88isi — Hotel Subasio 
Bagni di Lucca — Hotel Continental 
Baveno / Hotel Belle Vue* 

\ Palace and Grand Hotel*, W 
Bellugio j Splendide Hotel des Etrangers 

\ Hotel Grande Bretagne*, W 
Belluno j Hotel des Alpes* 

\ Albergo Central Capello 
Bogliaco—-(.irsina. Hotel Bogliacot 
Bognanco — Grand Hotel* 

f Hotel Brun 
Bologna { Baglioni's Grand Hotel d'ltalie 

( Station Buffet* 
Borcu — Palace Hotel des Dolomites 
f Royal Hotelt 
J Hotel Savoy 
Bordighera 1 Hotel Hesperia 

{ Grand Hotel du Cap Ampegliot.V 
Bormio — Nouveaux Bains de Bonnio 
Brindisi — Hotel International 
Brunate (Como) — Hotel Brunate 
Cadenabbia j Hotel Britannia 

I Hotel Bellevue*, W 
Cagliari (Sardinia) — Hotel Scala di Ferro 
Capri j Hotel Quisisana 

\ Hotel Schweitzerhof 
Ca8amicciola (Ischia) — Hotel Piccola Senti- 

nella 
Ca8tellamare-di-Stubia — Hotel Quisisana 
Catania ( Grand Hotel Bristol et du Globe 

\ Hotel Grande Bretagne 
Ceprano — Station Buffet 
Cernobbio— Hotel Villa d'Este*, W 
Certosa di Pavia — Restaurant Milano 
Chiavenna I Hotel Conradi 
\ Hotel National 
Chiesa — Grand Hotel Malenco* 
Como— Plinius Grand Hotel*, W \ 
Courmayeur ( Hotel Royal* 

\ Hotel de l'Union* 

f Hotel Terminus d'Espagne 
Domo d'Ossola — < International Station Buffet 
\ (meals only) 
Hotel New York 
Hotel Minerva 
Florence — J Florence and Washington Hotel 
Grand Hotel Baglioni 
Grand Hotel, V 
Hotel Grande Bretagne, W 



Foligno — Station Buffet 
Fraacati — Hotel Tusculum 
Gardone Riviera (Garda) — Grand Hotel* 
Hotel de la Ville 
Hotel Continental 
Hotel de Londres 
Genoa — J Station Buffet 

Eden Palace Hotel, V 
Grand Hotel Miramare, V 
Hotel Savoy, W 
Grand Hotel Isotta, W 
Girgenti — Hotel des Temples! 
Gressoney-la-Trinite (Valle d' Aosta) — Hotel 

Miravalle 
Gressoney Saint-Jean — Hotel Lyskamrn 
Intra — Hotel de la Ville 
Ivrea — Hotel Scudo di Francia 
La Cava — Hotel de Londres 
Lecco — Hotel Bellevue au Lac 
Leghorn — j Grand Hotel 

1 Hotel Angleterre et Campari 
Levo (Lake Maggiore) — Hotel Levo 
Lucca — Hotel de l'Univers 
Luino / Grand Hotel Simplon-Terminus 

\ Station Buffet 
Madesimo — Etablissement des Bains* 
Mantua — ! Grand Hotel Acquila d'Oro 
Menaggio j Hotel Menaggio* 

\ Hotel Victoria*, W 
Hotel de l'Europe 
Hotel de Nord et des Anglais 
Milan J Grand Hotel Royal 
Hotel Cavour, V 
Grand Hotel de Milan, W 
Hotel Continental, W 
Misurina — Grand Hotel Misurina* 
Mon8ummano — Hotel Royal Vittorio Eman- 

uele* 
Montecatini (near Florence) — Grand Hotel de 
la Paix* 

Parker's Hotel 
Hotel de Londres 
Hotel Continental 
Hotel Victoria 
Naples ) Bertolini's Palace Hotel, V 
Hotel Royal, W 
Grand Hotel du Vesuve, W 
Grand Hotelt, W 
Nervi — Grand Hotel et Pension Anglaisef 
Orbetelh — Station Buffet 
Orvieto — Grand Hotel Delle Belle Arli 
Padua — Grand Hotel Fanti 
Palermo I Hotel de France 

\ Grand Hotel des Palmest, W 
Pallanza j Hotel Eden 

\ Hotel Metropole 
Pegli — Grand Hotel de la Mediterrane"e 
Perugia f Grand Hotel Brufanl 
1 Palace Hotel 









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378 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Hotels at $2.60— $3.00 
Read text carefully 

BELGIUM, GERMANY, &c. — Continued. 



Bozen / Hotel Kaiserkrone 

{Tyrol) I Hotel Victoria 
Breda — Hotel Swan 

f Hotel de la Croix Blanche 
Bregenz { Hotel Montfort 
I Station Buffet 
Bremen / Hotel de l'Europe 
1 Hillman's Hotel, V 
Brennerbad (Austria) — Grand Hotel Sten- 

zingerhof*, W 
Breslau — Hotel Vier Jahreszeiten 
Broussa (Turkey in Asia) — Hotel d'Anatohe 
Bruges /Hotel de Flandres, W . 

\ Grand Hotel du Commerce 
| Hotel de la Poste 
| Hotel du Grand Miroir 
Brussels \ Hotel Belle Vue et Flandre 
I Hotel Metropole, W 
[ Grand Hotel, W 
Note. — These hotels require supplements 
not exceeding 2 fr. on bedroom section U910). 
Bucharest (Roumania) — Hotel Splendid 

f Grand Hotel Hungana 
Budapest { Hotel Queen of England 

{ Hotel Continental 
Budweis — Hotel Kaiser von Oesterreich 
Capellen-Stolzenfels — Hotel Bellevue 
Carlsbad I Hotel Wurttemberger Hof 
\ Hotel Savoy West End*, V 
Carlsruhe — Hotel Germania 
Cassel — Hotel Royal 
Cettinge (Montenegro) — Grand Hotel 
Coblence — Grand Hotel Belle Vue 
Cologne / Hotel Disch, W 
(Germany) \ Hotel du Nord, W 
Constance / Hotel Hecht 

\ Hotel Insel*, W 
Constantinople — Hotel d'Angleterre et Royal 
Cortina / Hotel Cristallo* 

\ Hotel Miramonti* 
Cracow — Grand Hotel 
Creuznach — (See Kreuznach) 
Dinant ( Hotel des Postes* 

\ Hotel de la Tete d'Or* 
Donaueschingen (Black Forest) — Hotel 
Dordrecht — Hotel Orange 

( Grand Union Hotel (near Alt 
Dresden \ Station) 

[ Hotel Continental 
Durrheim — Hotel Kurhaus* 
Dussel- / Hotel Heck 

dorf \ Hotel Monopol-Metropole 
Echternach — Hotel du Cerf 
Ede — Park Hotel 
Eger — Hotel Kaiser Wilhelm 
Eisenach — Hotel Kaiserhof 
Ems / Hotel Four Seasons and Europe* 

\ Royal Kurhaus Hotel* 
Erfurt — Hotel Erfurter Hof 
Essen — Hotel Berliner Hof 
Feldberger (High Mountain Station) (Black 

Forest) — Hotel Feldbergerhof 
Field of Waterloo — Museum Hotel 
Flushing — Hotel Zeeland 

Fondo, Ronsberg (Austrian Tyrol) — Hotel 
alia Posta 

f Hotel Schwan 
Frankfort { Hotel Frankfurter Hof, V 
{ Hotel Imperial, W 



-Hoyer's Hotel 



Franzensbad (Bohemia)- 

Belvedere* 
Freiburg (Baden) — Hotel Continental 
Fulpmes — Grand Hotel Stubai* 
Garmisch (Bavaria) — Hotel Apenhof * 
Gernsbach — Bath Hotel Pfeiffer 
Gmunden — Hotel Bellevue* 
Godesberg — Rheinhotel and Pension Fritz 

Deeson 
Goerlitz— Hotel Vier Jahreszeiten 
Golling — Hotel zur Alten Post 
Gorz — Hotel Sudbahn 
Gossensass (Tyrol) — Hotel Grobner 
Gotha — Hotel Wuenscher 
Graz — Hotel Elephant 
Gries (Tyrol) — Hotel Grieserhof 
Groningen — Hotel de Doelen 

{ Restaurant de Brinkmann & Res- 
Haarlem { taurant de Kroon 
{ Hotel Funckler, W 
f Hotel Paulez 
Hague { Hotel des Indes, V 
{ Hotel Bellevue, W 
Halle — Hotel Preussischer Hof 
Hamburg J Hotel Streit 

\ Atlantic Hotel, V 
f Hotel Bristol 
Hanover { Kasten's Hotel, V 

I Hotel Royal, W 
Heidelberg j Hotel Europe 
1 Grand Hotel 
Hoechenschwand / Hotel Kurhaus 

(Black Forest) \ Hotel Schwansee 
Hochfinstermunz — Hotel Hochfinstermunz 
Hohen- | Hotel Alpenrose* 

schwangau \ Hotel Schwannsee* " 
Holsteig (Hollenthal) (Black Forest) — Golden 

Star Hotel 
Homburg / Hotel Belle Vue, W 

t Grand Hotel* 
Hoorn — Park Hotel 
Hornberg J Schloss Hotel* 

(Black Forest) \ Hotel Baeren 
Igls (Tyrol)— Hotel Iglerhof* 
Ilsenburg-a-Harz — Hotel zu den rothen 
Innsbruck (Hotel Kreid jForellen 

(Austria) \ Hotel Tyrol, W 
Ischl j Hotel a la Croix d'Or* 

\ Hotel Kaiserkrone* 
Jena — Hotel Schwarzen Baeren 
Rarer see (Tyrol), /Hotel Karersee* 
\ Karerpass Hotel 
Kempten — Hotel Krone 
Kharkoff — Hotel Rouff (Hotel de Russie) 
Kiel — Hotel Continental 

Kissingen — Hotel Victoria and Kaiserhof 
Klagenfurt — Hotel Moser 
Konigswinter / Monopol Hotel* 
(Germany) \ Grand Hotel Mattern* 
{ Hotel Kurhaus* 
Kreuznach { Royal Hotel* 

( Hotel Oranienhof* 
Kuf stein — Hotel Post 
Laibach — Grand Hotel Union 
Landeck (Tyrol) — Hotel de la Poste 
Leeuwarden — Hotel Nieuwe Doelen 
Leiden — Hotel Levedag 
Leipzig f Hotel Hauffe 

\ Hotel de Prusse 
Lenzkirch (Black Forest) — Hotel Poste 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



379 



Hotels ot $2.60— S3. 00 
Read text carefully 

BELGIUM, GERMANY, &c— Continued 



Leoben — Grand Hotel Games 

Levico (South Tyrol, Austria) — Grand Hotel* 

Liege / Hotel de l'Europe 

\ Hotel de Suede 
Lindau — Hotel de Baviere 
Linz — / Hotel zum rothen Krebs 

\ Hotel Erzherzog Karl 
Lorrach (Black Forest) — Hirsch Hotel 
Louvain — Hotel de Suede 
Lubeck — Hotel Stadt Hamburg 
Luxemburg — Grand Hotel Brasseur 
Maastricht — Hotel de Levrier 
Madonna di J Hotel des Alpes* 

Campiglio \ Hotel Camp C~rlo Magno*, W 
Magdeburg — Hotel Continenta. 
Mannheim — Park Hotel, W 
Marburg — Hotel Ritter 
Marienbad / Hotel Casino 

1 Hotel Furstenhof*. W 
Mayence — Hotel Holland, W 
Meiningen — Hotel de Saxe 
Mendelpass / Hotel Mendelhof* 
(Tyrol) I Grand Hotel Penegal 
{ Hotel Frau Emma 
Meran { Hotel Erzherzog Johann, W 

{ Palast Hotel, W 
Mete / Grand Hotel de Metz 

1 Royal Hotel 
Middelburg — Hotel Nieuwe Doelen 
Moscow / Hotel National 
1 Hotel Berlin 
f Hotel Belle Vue 
Munich { (Bavaria) — Park Hotel 
[ Hotel Bayerischer Hof 
Special 2 mark suppl. on bedroom section. 
(1910), Engage rooms a month in advance. 
Namur — Hotel d'Harscamp 
Xamur-Citadelle (Belgium) — -Grand Hotel 

Citadelle 
Xassereit (Tyrol) — Hotel de la Poste 
Xaiilteim /Kirsch's Hotel* 
\ Hotel Europe* 
Xeiderbronn Bad — Hotel and Villa Matthis 
Xeustadt (Black Forest) — Hotel Poste 
Xieuport-Bains — Grand Hotel des Bains* 
Xorderney — Pension Quisisana ,V 
Xuremberg / Hotel Golden Eagle 

\ Hotel Wurtembergherhof, TV 
Xymegen — Hotel Keizer Karel 
Oberhof— Grand Hotel Kurhaus 
Oberkirch (Black Forest) — Hotel Linde 
Offenburg (Black Forest) — Ketterer's Station 

Hotel 
Oosterbeck — Hotel Taffelberg* 
Opcina— Grand Hotel Obeliseo 

f Stracke's Hotel d'Allemagne 
| Hotel Royal du Phare 
Ostend < Hotel Imperial* 

I Hotel Wellington* 
( Hotel Splendide*, W 
Ottenhofen (Black Forest) — Hotel Pflug 
Pirtenkirchen — Hotel zum Stern 
Passau — Hotel Bayrischer Hof 
Pesth — (See Budapest) 
Pordoi (Dolomites) — Hotel Pordoi* 
Portschach am See (Austria) — Etablissement 
Ernest Wahliss 



{ Hotel du Cheval Noir 
J Hotel Paris 
Prague ) Palace Hotel, W 

( Hotel Erzherzog Stephan 
Prien (Bavaria) — Strand Hotel and Chiemsee* 
Puchberg — Hotel Schneebergbahn 
Rabbi (Tyrol) — Grand Hotel Rabbi* 
Ragusa (Dalmatia)— Grand Hotel Imperialf.W 
Regensburg — Hotel Gruener Kranz 
Reichenhall (Bavaria) — Hotel Kurhaus Ach- 

selmannstein* 
Rendsburg — Green's Hotel 
Riva (Lake of Garda) — Lido Palace Hotel* 
Rolandseck — Hotel Bellevue 
Roncegno / Grand Hotel des Bains* 

(Tyrol) \ Palace Hotel*, W 
Rosenheim — Hotel Deutscher Kaiser 
Rothenburg o Tauber (Bavaria) — Hotel and 

Curhaus Wildbad 
Rotterdom / Hotel Weimar 

\ Hotel Leygraaffs 
Rudesheim — Hotel Rheinstein* 

{ Hotel zum Ritter 
Rudolstadt { Hotel zum Loewe 
[ Hotel RudoLsbad 
Salsburg / Park Hotel and Villa Savoy 

\ Hotel Bristol, W 
Sarajevo (Bosnia) — Hotel Europe, W 
Schandau / Hotel Bahr* 
\ Hotel Sendig 

f Hotel des Galeries* 
Scheveningen { Kurhaus Hotel, V 

I Grand Hotel* 
Schierke — Hotel Furst zu Stolberg 
Schlangenbad — Hotel Koenigliche Kurhauser 
Schneeberg — Hotel Hochschneeberg* 
Schopfheim (Black Forest) — Hotel Three 

Kings 
Schwalbach j Hotel Metropole* 

I Hotel Victoria* 
Schmarzburg — Hotel Weisser Hirsch 
Sebastopol — Hotel Wetzel 
Sebenico — Hotel de Ville 
Semmering [ Hotel Erzherzog Johann 
(Austria) { Hotel Panhans, W 
{ Hotel Sudbahn, W 
Siofok — The Baths Hotels 
Sofia (Bui- f Grand Hotel 

garia) \ Grand Hotel Panachoff 
[ Hotel Bristol 
Spa — Hotel de l'Europe * 
Spalato (Dalmatia) — Grand Hotel Bellevue 
Speyer — Hotel du Rhin 
St. Goar (Rhine) — Hotel Lilie* 
St. Johann im Pongau (Kronland, Salzburg) — 

Hotel Pongauer Hof 
St. Marie-aux-Mines (Alsace) — Grand Hotel 
f Hotel Victoria 
I Hotel de France 
.S7. Petersburg \ Grand Hotel 

Grand Hotel d'Europe 
( Hotel d'Angleterre 
St. Wolfgang — Hotel Peter z Schafbergspitze* 
Stettin — Hotel du Nord 

| Hotel de la Ville de Paris 
Strassburg •; Hotel National 

{ Palast Hotel 
Stuttgart (Wurtemberg) — Hotel Marquardt 



380 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Hotels at $2.60—13.00 

Read text carefully 
BELGIUM, GERMANY, &c— Continued 



Sulden (Tyrol)— Hotel Sulden*, W 
Tegernsee (Bavaria) — Hotel Tegernseer-Hof 
Teinach (Black Forest) — Hotel Schwarzwa Id- 
Bad 
Thale — Hotel Zehnpfund 
Tilburg (Holland) — Hotel Gouden Zwaan 
Titisee (Black Forest) — Hotel Titisee 
Tablach — Hotel Sudbahn* 
Tedimoos (Black Forest) — Hotel Aigle 
Todinau (Black Forest) — Hotel Ochsen 
Torbole (Lake of Garda, Austria) — Grand 

Hotel Torbole* 
Trafoi (Tyrol)— Hotel Trafoi*,W 
Trentino (Tyrol) — Grand Hotel Lavarone* 
Treves — Hotel Porta Nigra 
Triberg (Town) / Hotel Lowen-National 
(Black Forest) { 
(Cascade) (Black Forest) — Hotel Schwarz- 
wald* 
Trieste J Hotel de la Ville.W 
\ Hotel del'Orme.W 
Trient (Tyrol) — Imperial Grand Hotel Triento* 
Tuffer, Unter Steiermark — Hotel Kaiser 

Franz Joseph Bad 
Ueberlingen (Lake of Constance) — Hotel des 

Bains 
Uj-Tdtraf tired — Hotel Bade 

Ulm { Hotel Russischer Hof 

( Wurtemberg) \ Monster Hotel 
Utrecht — Hotel des Pays Bas, W 
Valkenberg — Grand Hotel Kurhaus* 
Verviers — Hotel du Chemin de Fer 



f Hotel Royal 
I Hotel Metropole 
Vienna j Hotel Erzherzog Karl 
Hotel Matschakerhof 
Hotel Bristol, V 
Hotel Imperial, V 
Villach— Hotel Post 

Vohrenbach (Black Forest) — Hotel Kreuz 
Wageningen — Hotel de Wageningsche-Berg :: 
Waldshut (Black Forest) — Hotel Blume 
Warsaw (Russia) — Hotel Bristol, W 
Wehlen — Hotel Deutsches Reich 
Wehr (Werrathal) (Black Forest)— Hotel 
Krone 

f Grand Hotel du Rhin 
| Hotel Victoria 
Wiesbaden \ Hotel Cecilie 
| Palast Hotel 
[ Hotel Nassau, V 
Wildungen — Hotel Kaiserhof* 
Wimpfen— Hotel Mathildenbad 
Wolfach (Black Forest) — Hotel Krone 
Worms — Hotel de l'Europe 
Wurzburg — Hotel Kronprinz 
Wyk aan Zee— Bad Hotel* 
Zakopane (Hungary)— Hotel Pension 

Skoczysky 
Zandvoort — Hotel d'Orange* 
( Grand Hotel 
| Hotel Lebzelter 
Z ell a See { Hotel Kesselfall Alpenhaus 

[ Hotel Moserboden 
Zutphen — Grand Hotel du Soleil 
Zwolle — Hotel Keizerkroon 



GREECE, MALTA, &c. 



Athens — Hotel d'Angleterre 
Candia (Crete) — Hotel Cnossus 
Chains (Greece) — Hotel Palirria 
Corfu — Grand Hotel St. George 
Corinth — Hotel de la Grande Bretagne 
Delphi (Greece) — Grand Hotel d'Apollon 
Pythien 



f Hotel Royal 
Malta { Hotel d'Angleterre 

[ (Sliema) — Modern Imperial Hotel 
Megaspilion (Greece) — Hotel Chelmos 
Nauplia (Greece) — New Hotel 
Olympia (Greece) — NewGrand Hotel 
Patras — Hotel Patras 
Smyrna — Hotel Huck 
Sparta — Hotel Panhellinion 



SPAIN, PORTUGAL, Etc. 



Alcobaca (Portugal) — Hotel Alcobacense 
Algeciras — Hotel Anglo Hispano 
Alicante — Hotel Reina Victoria 
Badajos — Railway Buffet 
Barcelona J Grand Hotel 

\ Hotel Grand Continental 
Bobadilla — Bobadilla Buffet 
Burgos — Grand Hotel de Paris 
Bussaco — Palace Hotel 
Cadiz — Hotel de France and Paris 

Cintra } Lawrence's Hotel 
(Portugal) \ Hotel Costa 
Cordova — -Grand Hotel Suisse 
Escorial / Hotel Miranda 

\ Hotel Reina Victoria 
Figueras — Hotel de Commerce 
Gibraltar J Grand Hotel 
\ Hotel Bristol 
Granada — Hotel Washington Irving 

(Town) — Grand Hotel Alameda 



Irun — Station Buffet (meals only) 

La Granja (near Madrid) Spain — Hotel de 

l'Europe 
Lisbon (Portugal) — Hotel Central 

f Hotel des Ambassadeurs 
Madrid J Grand Hotel de Roma 

] Grand Hotel 

( Hotel de la Paix, V 
Malaga j Hotel Regina 

\ Hotel Colon 
Mont J Grand Hotel Mont Estoril 
Estoril \ Grand Hotel d'ltalie 
Oporto — Grand Hotel de Paris 
Palma (Majorca, Balearic Isles) — Grand 

Hotel 
Ronda f Hotel Gibraltar 

1 Royal Hotel 
San Sebastian — Grand Hotel Continental 
Saragossa — Hotel Quatre Nations et Univers 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



381 



Hotels ot $2.60— 83.00 

Read text carefully 
SPAIX, PORTUGAL, Sec- Continued 



""Grand Hotel de Paris 
Seville ■ Hotel d'Angleterre 

Grand Hotel de Madrid 
Tangier / Hotel Continental 
(Morocco; . Hotel Cecil 



Tarragona 



Hotel de Paris 

Grand Hotel Continental 



Toledo — Grand Hotel de Castilla 
Valencia — Grand Hotel de Rome 



ALGERIA— TUNIS 



Ain Temouchent — Hotel de Londres 

f Hotel Alexandra date Kirsch) (Mus- 

tapha Superieurf 
i Hotel St. George (Mustapha Supe- 
Algiers J rieur) 

Hotel de la Regence r in Town) 
j Grand Hotel des Etrangers I in Tow 1 
Hotel de l'Oaaa 
.nental Hotel 
Batna — Hotel des Etrangers 

Royal Hotel 
Biskra — • Hotel Victoria 

Palace Hotel 
Bizerte ("Tunis; — Grand Hotel 
Blidah — Hotel d'Orient 
Bona — Hotel d'Orient 
Bougie — Grand Hotel de France 

| Grand Hotel * 
Constantine — ■ Hotel St. Georges et d'Orient 

Hotel de Paris 
El-Kantara — Hotel Bertrand 
Enndaville — Grand Hotel 
Guelma — Hotel d'Orient 
Hammam R'Irha — Hotel de^Bain?+ 



Hammam Meskoutine — Etablissement 

Bainst 
Kairouan — Hotel Splendid 
Kerrata — Hotel du Chabet 
Korbous — Hotel des Thermest 
Kroubs — Hotel d'Orient 
Laghouat — Grand Hotel du Sud 
Medea — Hotel d'Orient 
Miliaria— -Hotel du Commerce 

Hotel Continental 
Oran Hotel Metropole 

Grand Hotel Victor 
Palestra — Hotel du Commerce 
Phihppeville — Grand Hotel 
Setif — J Hotel de France 

\ Hotel d'Orient 
Sidi Bel Abbes — Hotel Orient 
Soukahras — Grand Hotel 
Sousse — Grand Hotel 
Teniet el Hand — Hotel du Commerce 
Tlemcen — Hotel de France 

Tunisia Palace Hotelf 
Tunis — Grand Hotel 

Grand Hotel de Paris 
■rand Hotel de France 



des 



NORWAY. SWEDEN. DENMARK 



Bergen ' Hotel Norge 
Hotel Holdt 
Bod. — Grand Hotel 
Carlskrona — Stadshotellet 
Ch n stia n ia — Grand Hotel 
Christiansand — Hotel Ernst 

Hotel King of Denmark 
Copenhagen Hotel Cosmopolite 

Hotel Phoenix 
Fan j (Denmark) — Hotel King of Denmark 

Hotel Egger- 
Gothenburg Hotel Gota Kallare 
" Grand Hotel. W 
Palace Hotel 
Klampenborg — Hotel Bains de Mer 
Malm's — Kramer's Hotel 



Marienlyst — Hotel des Bains 
Molde — Alexandra Hotel 
Norrkoping — Gota Hotel 
Ostenrund — Grand Hotel 
Stalheim — Stalheim Hotel 
Stavanger / Grand Hotel 

Hotel Victoria 

Hotel Rydberg 
Stockholm Crown Prince Hotel 
' Grand Hotel. V 
t Hotel Continental, W 

( Hotel Angleterre 
Trondhjem ■ Grand Hotel 

[Hotel Britannia, W 
Vossevangen — Fleischer's Hotel 



Hotels at Special Rates 

Read text carefully 

NORWEGIAN 



Special hotel coupons at 9s. per day provide 
for full board. Consult the tourist agency about 
this if you are going to use coupons. 
Aahulhd (Saurnanger) — Aarilands Ectcl 
Aalesuxd — Snhieldrup's Hotel 

Grand Hotel 

Hotel Scandinavie 



AjuntAVBMMa (Romsdalen) — 

Grand Hotel Bellevue 

Park Hotel 

Hotel Romsdalshcnn 

ArraDAT, CValders) — Frydenltmd Hotel 

Bauiolme.v CSognef jord i — 

Hotel Balestrand 
Kviknes Hotel 



382 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Hotels at Special Rates 
Read text carefully 

NORWEG IAN— Continued 



Battenfjordsoren— Hotel Konb Oscar II. 
Bergen — Smeby's Hotel 

Hotel d'Angleterre 
Borte (Telemarken) — Hotel Borte 
Byglandsfjord (nr. Christianssand) — Hotel 

Breidablik 
Christiania — Hotel Continental 

Sostrene Scheen's Hotel 
Westminster Hotel 
Hotel Belvedere 
Hotel Scandinavie 
Dalen (Telemarken) — Hotel Dalen 

Hotel Bandak 
Djupvand (Geiranger) — Hotel Djupvashyt- 

ten 
Dokka (Valders) — Dokka Hotel 
Domaas (Gudbrandsdalen) — Posting Inn 
Drammen — Central Hotel 
Edland (Telemarken)- — Haukelisseter Hotel 
Egge (Nordfjord) — Hotel Egge 
Eir*E (Hardanger) — Mseland's Hotel 
Eide (Romsdalen) — Lerheim's Hotel 
Fagern^e (Valders) — 

Fagerna^s Hotel 

" Fagerlund Hotel 
Fagerstrand (Vestf jorddalen) — Hotel Fager- 

strand 
Fibelstadhaugen (Norangsdal, Suneiven) — 

Hotel Norangsdal 
Finse — Finse Hotel 

Fjel.ds.eter (nr. Frondhjem) — Tourist Hotel 
Fladmark (Romsdalen) — Station Inn 
Flekkefjord — Moy's Hotel 
Fokstuen (Gudbrandsdalen) — Posting Inn 
Forde (Sondfjord) — Sivertsen's Hotel 
Fosheim (Valders) — Fosheim Hotel 
FramNjES (Vossenstranden) — Framnses Hotel 
Freitheim (Sogn) — Fretheim's Hotel 
Gol (Hallingdal) — Rolfshus Hotel 
Grotli — Grotlid Hotel 

Grungedal (Telemarken) — Grungedal Hotel 
Gudvangen — Hansen's Hotel 

Hotel Vikingvang 
Gulsvik — Gulsvik Hotel 
H.«g (Lasrdal) — Hotel Hseg 
Hangastol — Hotel Hangastol 
Hanko — Hanko Hydro (Hanko Bad) 
Haukeli (Telemarken) — 
Hotel Haukeli 
Hotel Haukeli Grand 
Heggenes (Bygdin, Valders) — Haggenes 

Hotel 
Hellesylt (Suneiven) — Grand Hotel 
Hjelle (Opstryn Nordfjord) — 

" Hjelles Hotel 
Holaker (Gudbrandsdalen) — Posting Inn 
Honefos — Glatved's Hotel 
IIorgheim (Romsdalen) — Station Ii^n 
flusuM (Lserdal) — Hotel Husum 
Kongsberg — Grand Hotel 

Victoria Hotel 
L.erdalsoren — Lindstrom's Hotel 
Lerfossen (nr. Trondhjem) — Fossestuen 

Restaurant (Meals only) 
Loen (Nordfjord) — Hotel Alexandra 
Lofthus (Hardanger) — Hotel Ullensvang 
Loken (Valders)— ^Posting Inn 
Hotel Orkla 
Maristuen (Fillefjeld) — Hotel Maristuen 
Merok (Geiranger) — Hotel Union 



Mundal, (Fjaerland, Sogn) — Mundal's Hotel 

Myrdal — Hotel Vatnahalsen 

N^esflaten (Suldal) — Hotel Bratlandsdal 

Narvik — Hotel Fonix 

Norheimssund (Hardanger) — Sandven's Ho- 
tel 

Nystrand Station (nr. Skien) — Hotel Ei- 
dangcr Bad 

Nystuen (Fillefjeld) — Hotel Nystuen 

Odda (Hardanger) — 

Hotel Hardanger 

Odda Grand Hotel 
" Hotel Odda 

Odn^es (Valders) — Odnses Hotel 

Oie (Norangsijord) — Union Hotel 

Oilo (Valders) — Vang's Hotel 

Olden (Nordfjord)— Yri's Hotel 

Ovre Vasenden (Hardanger) — Naesheims 
Hotel 

Opheim (Vossestranden) — 
" Opheim Hotel 

Ormheim (Romsdalen) — Ormheim Hotel 

Os — Solstrand Hotel 

Osen (Suldal)— Hotel Suldalsporten 

Roldal — Hotel Roidal 

Romsdalen — Halsa Hotel 

S^bo (Hjorundfjord) — Hotel Rilse 

Sand — Kaarhus Hotel 

Sande (Sondfjord) — Sivertsen's Hotel 

Sandene (Nordfjord) — 
Hotel Gloppen 
Sivertsen's Hotel 

Seljestad (Hardanger) — 

Folgefonden Hotel 
Seljestad Hotel 

Skaare (Opstryn, Nordfjord) — Skaare Sta- 
tion Inn 

Skf.i (Helgheim, Jolster) — Hotel Skei 

Skien — Grand Hotel v 

Hoyer's Hotel 
Hotel Royal 

Skogstad (Fillifjeld) — Hotel Skogstad 

Soholt Orskoug (Sondmor) — Rasmussen's 
Hotel 

Sollihogda, (nr. Christiania) — Posting Inn 

Sorum (Valders) — Sorum Hotel 

Slemdal (nr. Christiania) — Fosheim Pension 

Stalheim (Vossestranden) — Hotel Stalheim 

Stavenger — Grand Hotel 
Hotel Victoria 

Stenkj^er — Thorbjornsen's Hotel 
Langlie's Hotel 

Storen — Flagestad's Hotel 

Stueflaaten (Gudbrandsdalen) — Posting Inn 

Sundvolden (Ringerike) — Sundvolden Hotel 

Toftemoen (Gudbrandsdalen) — Posting Inn 

Tonsaasen (Valders) — 

Tonsaasen Sanatorium 
Sports Hotel 

Trengereid (near Bergen) — Kvamshoug Ho- 
tel 

Tkomso — Grand Hotel 

Trondhjem— 

Grand Hotel Cafe f Meals only 
Grand Theatre Cafe \ 

Tvinde (Vossestranden) — Hotel Tvinde 

Tyin (Valders)— Hotel Tyin 

Ulvik (Hardanger) — 
Brakanaes Hotel 
Westrheim's Hotel 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



383 



Hotels at Special Rates 
Read text carefully 

NORWEG IAN— Continued 



Utviken (Nordfjord) — Hotel Britannia 
Vadheim (Sognefjord) — Vadheim's Hotel 
Vias^eter (Opstryn, Nordf jord) — Vide-1 

sseter Hotel 
Vik (Sognefjord) — Hopstock's Hotel 



Vinje (Vossestranden) — Hotel Vinje 
Visn^es (Nordfjord) — Hotel Central 
Vossevangen — Fleischer's Hotel 

DANISH 
Silkeborg — Hotel Silkeborg 



SWEDISH 



Are — Grand Hotel 
Elfkarleo — Turist Hotel 
Helsingborg — Hotel d'Angleterre 
Karlstad — Grand Hotel 
Kil — Railway Hotel 

(Jernvags Hotellet) 
Liokoping — Hotel Svea 
Marstrand — Stodshotellet 



Ockero — Ockero Hafsbad (Hydro) 
Orsa — Railway Hotel 
Ratvik — Railway Hotel 
Rodsund — The Canal Hotel 
Solleftra — Hotel Appelberg 
Torsby (Wermeland) — Grand Hotel 

" Tourist " 

Wenersborg — City Hotel (Stadshotellet) 



ENGLAND, SCOTLAND AND IRELAND 



Coupons for these Hotels cost 10/6 ($2.60), 
lunch 2/6 extra (60 cents). Full board 12/. 
For exceptions see tourist agency list if you 
are going to use coupons. Coupons are hardly 
as satisfactory in the British Isles as on the 
continent. The list however is given so that 
intending tourists may lay out their expenses 
in advance. Cash will certainly go as far in 
these hotels as the coupons. 
Bakewell (Derbyshire) — Rutland Arms 
Bangor Ferry (Wales)— George Hotel 
Barmouth — Marine Hotel 

Cors-y-gedol Hotel 
Beaumaris — The Williams-Bulkeley Arms 

Hotel 
Beddgelert — Royal Goat Hotel 
Birmingham — Grand Hotel 

Imperial Hotel 
Blackburn — Old Bull Hotel 
Boscombe — Burlington Hotel 
Boston — Peacock and Royal Hotels 
Bournemouth — Hotel Metropole 
Bradford — Midland Hotel * 
Brighton — Grand Hotel 

Belvedere Mansions Hotel, King's Road 

Hotel Curzon 

Queen's Hotel 

The Queen's and late Markwell's Hotel 
Bristol — Royal Hotel, College Green 
Buxton — Royal Hotel 
Cambridge — Bull Hotel 
Canterbury — The New County Hotel 
Cardiff (Wales) — Royal Hotel 

" Queer's Hotel 
Carlisle — Crown and Mitre Hotel 
Carnarvon — Sportsman Hotel 
Cheltenham — -Queen's Hotel 
Chester — Queen Hotel 

Westminster Hotel 
Clevedon (Somerset) — Walton Park Hotel 
Colwyn Bay — Imperial Hotel 
Darlington — King's Head Hotel 
Derby — Midland Hotel 
Dover — Hotel Burlington 
Dovercourt Bay — Hotel Alexandra 
Durham — Royal County and Three Tunns 

Hotels 
Eastbourne — Albion Hotel 
Ely— Bell Hotel; Lamb Hotel 



Folkestone — Queen's Hotel 

Royal Pavilion Hotel 
Freshwater, I.O.W. — Freshwater Bay Hotel 
Glastonbury — George Hotel 
Gloucester — New Inn Hotel 
Gorleston-on-Sea (near Yarmouth) — Cliff 

Hotel 
Harrogate — Granby Hotel 
Hastings — Albany Hotel 
Queen's Hotel 
Hayling Island (Hampshire) — Grand Hotel 
Henley-on-Thames — Catherine Wheel Hotel 
Hull — Grosvenor Hotel 
Hunstanton — Sandringham Hotel 
Kenilworth — The Abbey Hotel 
Leamington Spa — Manor House Hotel 

. " Crown Hotel 

Leeds — Queen's Hotel 

Trevelyan Temperance Hotel 
Hotel Metropole 
Leicester — Grand Hotel 

Wyvern Temperance Hotel 
Bell Hotel 
Lelant (Cornwall) — Carbis Bay 
Lewes — White' Hart Hotel 
Lincoln— Great Northern Station Hotel 

Saracens Head Hotel 
Liverpool — Adelphi Hotel 

Exchange Station Hotel 
Hotel St. George 
Compton Hotel 
Llanberis — Victoria Hotel 
Llandudno — Marine Hotel 
Grand Hotel 
Llangollen — Hand Hotel 
London — Midland Grand Hotel 
First Avenue Hotel 
Liverpool Street Hotel 
St. Ermin's Hotel, S. W. 
Westminster Palace Hotel, Victoria 

Street 
Hotel de 1'Europe, Leicester 

Square 
Salisbury Hotel, Salisbury Square 
Devonshire House Temperance 
Hotel, Bishopsgate Street With- 
out 
The Royal Palace Hotel, Kensing- 
ton, W. 
See section on London for a good list of 
hotels specially prepared. 



384 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



THE HOTEL 





CECIL, London, wx. 




K. SAILER i 

Q. HARVEY; '>°" ,t "l^oagers. 



Telephone: smaino 4882. 
TelffcWmw: "CCCEUA, LONDON. 






Tb« Martag**nitnt r*r*pe«tfuMy give notice that they reserve to themeefves th* eight to make an Extra Charge 
for Apartments *h«r* MeaJ* are not habitually taken in the Mote*. 
Aooounta ar© dwo -tH© day th©y are rendered. 



190 



Brought forward 
Apartments ... 

Fires 

Baths 

Breakfast 

Luncheon ... ... ... 

Dioner 

Tea, Coffer-, Milk. etc. 

Supper 

Biscuits, Sandwiches & Soup 
Dessert, Ices, etc ". 

Servants - Board 



JrV 



"■ i 



fz- 



f 



£ i, d. £ t. i. £ 



H 



Beer ... 
Wines 
Liqueurs 
Spirits 
Minerals 

Cigars and Cigarettes 
Hairdressing, Clothes- 
pressing, etc 
Carriages & Omnibuses 
Motor Car Hire, etc 

Laundry 

Typewriting 

Storage 
Sundries 

DIS BURSEMEN TS. 

General Accounts 



Telegrams am 

Newspapers.. 
Messengers .. 
Parcels 
Cabs... 



Postages 




-■>/■ 



EXAMPLE OF HOTEL BILL AT A FIRST-CLASS HOTEL IN LONDON 

Accomodations of similiar character would cost about double in New York 




'$?// u??d{ri#?i/a/y 



3, 



l&lue de L 



Q? 








M.M.LES VOYAGEURS SONT PREVENUS OUE 
LA NOTE DES DEFENSES EST REMISE CHAQUE 
.SEMA1NE ET DOIT ETRE PAYEE LE LENDEMA1N 

ALA CAISSE 

usPajements.pour ETRE VALABLES.DOIVENT 

PORTER LE TIMBRE DE LA CAISSE 



Visitors are respectfully - informed 
that the hotel bills are delivered at 
the end of each week and require to 
be raid on the following oay at the 
CASHIER'S OFFICE 

Payments to be valid must bearthe 
FICE STAMP. 



EXAMPLE OF A HOTEL BILL AT A FIRST-CLASS PARIS HOTEL 
Accommodations of similar character would cost about double in New York 



386 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Manchester- 



Margate- 



-Grand Hotel 
Mosley Hotel 

Deansgate Temperance Hotel 
Grosvenor Hotel 
Midland Hotel 
-Queen's and High Cliff Hotels 
White Hart Hotel 
Matlock-Bath — New Bath Hotel 
Nantwich — Brine Baths Hotel 
Newhaven — London and Paris Hotel 
Newport (I. of W.) — Warburton Hotel 
Norwich — Maid's Head Hotel 
Nottingham — Victoria Station Hotel 
Oxford — Roebuck Hotel 
Clarendon Hotel 
" Randolph Hotel 
Parkeston Quay (near Harwich) — Parkeston 

Hotel 
Rhyl (N. Wales) — Westminster Hotel 
Ripon — Unicorn Hotel 

Roker-by-the-Sea, Sunderland — Roker Ho- 
tel 
Ryde (I. of W.)— Royal Pier Hotel 
St. Leonard's-on-Sea — Alexandria Hotel 



-St. Margaret's 



-Alexan- 



Hotels at Special Rates 

Read text carefully 

ENGLAND, &c. — Continued 

St. Margaret's Bay, Dover- 

Bay Hotel 
Salisbury — County Hotel 
Saltburn-by-the-Sea (Yorkshire)- 

dra Hotel and Hydro 
Scarboro' — Pavilion Hotel 
Shanklin (I. of W.) — Royal Spa Hotel 
Sheerness — Royal Fountain Hotel 
Southampton — South Western Hotel 
Southport — Queen's Hotel 
Stratford-on-Avon — Red Horse Hotel 
Sutton Coldfield — Royal Hotel 
Trefriw (N. Wales) — Hotel Belle Vue 
Tring — Rose and Crown Hotel 
Ventnor — Esplanade Hotel; Royal Hotel; 

Royal Marine Hotel 
Warwick — Woolpack Hotel 
Westcliff-on-Sea (near Southend) — Queen's 

Hotel 
West Hartlepool — Grand Hotel 
Windsor (Bucks,) — -White Hart Hotel 
Woodhall Spa — Royal Hydro Hotel 
Worcester — Crown Hotel 
York — Harker's Hotel 



Hotels at $3.00 
SCOTLAND 



Aberdeen — Palace Hotel 
Grand Hotel 
Aberfeldy — Weem Hotel 

The Palace Hotel 
Aberfoyle — -Bailie Nicol Jarvie Hotel 
Ardlui (Loch Lomond) — Ardlui Hotel 
Ardnadam — Ardnadam Hotel 
Arrochar (Loch Long) — Arrochar Hotel 
Aye — Station Hotel 
Ballachulish — Ballachulish Hotel 
Ballater— Invercauld Arms Hotel 
Banavie — The Lochiel Arm 
Birnam — Birnam Hotel 
Blair Athole — Athole Arms 
Blairgowrie — Queen's Hotel 

Royal Hotel 
Boat of Garten — Station Hotel 
Bridge of Allan — Philp's Royal Hotel 
Callander — Dreadnought Hotel 
Crinan — Crinan Hotel 
Dalmally — Dalmally Hotel 
Dumfries — Station Hotel 

King's Arms Hotel 
Dunblane — Dunblane Hotel-Hydro 
Dundee — Lamb's Temperance Hotel 

Queen's Hotel 
Dunkeld — Athole Arms 
Dunoon — Argyle Hotel 
Edinburgh — North British Station Hotel 
Carlton Hotel 
" Royal Hotel 

Cockburn Temperance Hotel 
Royal British Hotel 
. Elie — Marine Hotel 
Forres — Royal Station Hotel 
Fort Augustus — Lovat Arms and Station 

Hotel 
Fort William — New Station Hotel 
Gairloch — Gairloch Hotel 
Glasgow — North British Station Hotel 
St. Enoch Station Hotel 
Windsor Hotel (late Maclean's) 
** Grand Hotel 



Grantown-on-Spey — Grant Arms Hotel 
Helensburgh — Queen's Hotel 
Innellan — Royal Hotel 
Inverary — Argyll Arms Hotel 
Inverness — Palace Hotel 
Station Hotel 
Caledonian Hotel 
Alexandra Hotel 
Inversnaid (Loch Lomond) — Inversnaid 

Hotel 
Joppa (near Edinburgh) — Queen's Bay Hotel 
Kenmore (Loch Tay) — Kenmore Hotel 
Kirn — Queen's Hotel 
Kyle of Lochalsh — Station Hotel 
Loch Awe — Loch Awe Hotel 

Hotel Port Sonachan 
Loch Katrine — Stronachlachar Hotel , 

Trossachs Hotel 
Lochness — Foyers Hotel 
Mallaig — Station Hotel 
Melrose — George and Abbotsford Hotel 

Abbey Hotel 
Nairn — Station Hotel 
Oban — Station Hotel 
" Marine Hotel 
" Caledonian Hotel 

Columba Hotel , 

Alexandra Hotel 
Peebles — Peebles. Hydropathic Establish 

ment 
Perth — Station Hotel 
Pitlochry — Fisher's Royal Hotel 
Portree, Isle of Skye — Royal Hotel 
Rothesay — Queen's Hotel 

Bute Arms Hotel 
Glenburn Hydropathic Estab- 
lishment 
Royal Hotel 
Rowardenan (Loch Lomond) — -Rowarden- 

nan 
St. Andrews — Grand Hotel 
Spean Bridge — Abinger Arms Hotel 
Stirling — Golden Lion Hotel 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



387 



Hotels at $3.00 
SCOTLAND— Continued 



Stonehaven — Stonehaven Bay Hotel 
Stranraer) — George Hotel 

King's Arms Hotel 
Strathpeffer — Ben Wyvis Hotel 



Tarbet (Loch Lomond) — Tarbet Hotel 
Tigh-na-Bruaich — Royal Hotel 
Troon — Marine Hotel 
Ullapool (Ross-shire)— Royal Hotel 



IRELAND 



Achill Island - — (see Dugort) 
Armagh — Beresford Arms Hotel 
Athlone — Victoria Hotel 
Ballina — Imperial Hotel 
Ballycastle (Co. Antrim) — Marine Hotel 
" Antrim Arms 

Bantry — Vickery's Hotel 
Belfast — Royal Avenue Hotel 

Grand Central Hotel 

Station Hotel 
Blarney — St. Ann's Hill Hydropathic 
Bray — International Hotel 

Marine Station and Bray Head Hotels 
Buncrana — Lough Swilly Hotel 
Bundoran — Great Northern Hotel 
Cahirciveen — Leslie's Railway Hotel 
Cappoquin — Morrisey's Hotel 
Caragh Lake — Great Southern Hotel 
Carrick — Glencolumbkille Hotel 
Clifden — Railway Hotel 
Cork — Imperial Hotel 
Drogheda — White Horse Hotel 
Dublin — Hotel Metropole 

Gresham Hotel 

Grosvenor Hotel 

Imperial Hotel 

Shelbourne Hotel 

Russell's Temperance Hotel 

Nassau Hotel 

Royal Hibernian Hotel 

Buswell's Hotel 

Monte Clare Hotel 
Dugort (Achill Isle) — The Slievemore Hotel 
Enniskillen — Imperial Hotel 

Royal Hotel 
Galway — Railway Hotel 

Mack's Royal Hotel 
Giant's Causeway — Causeway Hotel 
G lend alo ugh — Royal Hotel 
Glengardiff — Roche's Hotel 
Greystones — Grand Hotel 
Howth — The Claremont Hotel 
Kenmare — Great Southern Hotel 
Kilbrittain — Atlantic Golf Links Hotel 
Kilkee — Moore's Hotel 
Killaloe — Lakeside Hotel 



Killarney — Great Southern Hotel 
Lake Hotel 
Royal Victoria Hotel 
Killorglin — Railway Hotel 
Lahinch — Golf Links Hotel 
Larne — Olderfleet Hotel 
Leenane — Leenane Hotel 
Limerick — Cruise's Royal Hotel 

Royal George Hotel 

Glenworth Hotel 
Lisdoonvarna — Queen's Hotel 

Atlantic View Hotel 
Royal Spa Hotel 
Lismore— -The Devonshire Arms Hotel 
Londonderry — Ulster Hotel 

City Hotel 
Lough Erne — Rossclare Hotel 
Macroom — Williams Hotel 
Malahide — Grand Hotel 
Mallaranny — Railway Hotel 
Newcastle (Co. Down) — Slieve Donard Hotel 
New Ross — Royal Hotel 
Parknasilla — Great Southern Hotel 
Portrush — Northern Counties Railway Hotel 
Port Salon — Port Salon Hotel 
Queenstown — Queen's Hotel 
Rathdrum — Grand Central Hotel 
Recess — Railway Hotel 
Rosapenna — Rosapenna Hotel 
Rosslare — Kelly's Hotel 
Rostrevor — Great Northern Hotel 
Sligo — Victoria Hotel 
Strabane — Abercorn Arms Hotel 
Thurles — Hotel Munster 
Valentia — Royal Hotel 
WARRENPOiNT-Mjreat Northern Hotel 
Waterford — Imperial Hotel 
Waterville — Great Southern Hotel 
Bay View Hotel 
The Butler Arms Hotel 
Westport — Railway Hotel 
Wexford — White's Hotel 
Wicklow — Grand Hotel 
Woodenbridge — Woodenbridge Hotel 
Youghal — Devonshire Arms Hotel 



NORTH OF ENGLAND, ISLE OF MAN AND THE LAKE DISTRICT 



Coupons for full board cost 11/ per day ($2.75) 
Ambleside — Queen's Hotel 

Salutation Hotel 

Waterhead Hotel 
Appleby (Westmoreland) — Tufton Arms 

Hotel 
Bare (near Morecambe) — Elms Hotel 
Barrow-in-Furness — Victoria Park Hotel 
Blackpool — The Palatine Hotel 

County and Lane Ends Hotel 
Borrowdale (Keswick) — Borrowdale Hotel 
Bowness — Old England Hotel 
Coniston — Waterhead Hotel 



Douglas (Isle of Man) — Grand Hotel 

Villiers Hotel 
Furness Abbey — Furness Abbey Hotel 
Grasmere — Rothay Hotel 

Prince of Wales Hotel 
Hexham-on-Tyne — The Abbey Private Hotel 
Keswick — Keswick Hotel 
Liverpool — Hotel St. George 

'' Compton Hotel 

Morecambe — Midland Hotel 
Newcastle-on-Tyne — Grand Hotel 
Penrith — George Hotel 
Crown Hotel 
" (Patterdale) — Ullswater Hotel 



38S 



SCIENTIFIC AMERICAN IIANimnoK OF TRAVEL 



Hoteh at ftS\00 

Nok'i ii OP ENGLAND, &c Continued 



CALK Si:i vvlill I I. ,1.1 

i i i if i.,: ( gun i totel 

\\ imi.i iimi in. II ydropathic Hotel 



Windermere ; i"i i ': i lull Hotel 

i Lakeside) BwanHotel.Newby 
Bridge 
Lakeside I lotel 



WEHT o|.* KNCLAND 



A.BHBURTON ( lolden I rion I Lotel 
i '. 1 1 > i . i <iim. Tan ton's I totel 

New inn family Hotel 
Bodmin Royal Hotel 

. ,ti,k i n , < 'ornwall) Wellington Hotel 
Hi 1,1 Falcon Hotel 

( IaMKIjFOBD I'- nil'':' Ami'. I totel 

■ .,,, {neat Bristol) Queen's Hotel 
i )mci mouth Roj al I lastle Hotel 
Raleigh Hotel 

I )in,v kbton < laarnavon A i tni 
i , i i i.i- Hall Moon Hotel 

I I iolston Angel I lotel 

l lfracombb i Hi acombe ' Lotel 

[mpei ial Private I Lotel 
,,,,,,„;,,; King's Ann.: Hotel 
,,, ,.,,,) Wliii. Hart Hotel 
Lizard Point The Lizard Hotel 



1 1 . 1 1 -I on (North Devon > 

Valley of Rocks Hotel 
Royal ( 'astle I totel 
Newton A 11 iK > rr Qlobe Hotel 
I'a ionton < iii ion I totel 

Ei iplanade Hotel 
Penzance i fnion Hotel 

(hi. en'. I lotel 
Plymouth I iuke ol ( 'ornwall Hoto 
Royal Hotel 
< |] 'and I lotel 
Boilli (St Mary's) I tolgate's I [i 
Torqu * i Victoria and Albert 1 1 « > i * 

Royal Hotel 
Totnbs Seymour I lotel 
Trtjro Royal I totel 
Wadebridgb Molesworth Arms ii" 
vv e , MdiiTn < Irown I totel 



i,. I 



bel 



l, 1ST "R" 
Hotels at $1.85 $2.00 



FRANCE 



( loupons Foi the 11 hotel* oosl 81 85 a day for 
lull board Supplements rarely required, 
.(), ■ no u ill . .> ei ovei vthing 

am the Hotels In the following list are not open 

, i < 1 1 inc. the eni ire \ eai Special reference 

, ,,,.,, |. in regard to the time ol yeai the 

i,, ,u .. : mi quesl ion are clos< d. but the 

ct date of opening and closing oan be 

.,i,i: id from anj oi the Agents "i the 

touri it company The lans closed in 

w Intel . I means closed In summei 

Ai'.i.ia ii. i. k Hotel de France 

,\ nun',, Grand Hotel 11 

\ i i,u Provence (near Marseilles) Hotel 
Negre ( !oste 

A I x II-;,. lUlNH 

Hotels de la Paix et I >erouge H 
Hotel de < leneve* 1 

1 1,, i, i,i.- i; in lie .1 des ( iolonii 
A.ia- k to, ( torsica Hotel des Etrangi i ! 
\ i .i.i ii i \ i ii i I totel de la Balance 

a mii. :,:. Hotel de I 1 i< et d' Angle tei re 

An n mis I totel Tei minus 

A.HOACHON I totel de Is ( iarc 

\ii,:i.ii,.. < i izosT I totel Beau Sejoui 

,\ robi int. in.,,' i nee i • Shi '" k) Hotel de 

i:i < louronne 
Ami.;, < irand Hoteldu Noi.l Plnus 

A RBOMANCH10B I Noi 111:1 m ly ) 

( ii and Hotel 'I" < Ihemin de Fei ' 
Amni;i.i.i.h I loi.-l Belle Plage 
\i,, ( \ i ( Brittanj I Hotel 3u Pavilion 
A.vioNoN Hotel Crillon 

Hotel 'I" Louvre 
\\ii\N« mi.s, Noftnandy Hotel d'Angleterre 
Baonbrbm i" Luchon 

( |] .mil i i totel I 'ave <\ d'Europi 

I |, ,1,1 ( :nil,,li i 



BAONOLEe-TEseE'MADELEiNE Hotel de la 

Madeleine 
IUinh les IUinh (Vosges) 

( ■ i . 1 1 1 < I I totel des Bains' 1 
l', \ inn/,. ,u I totel de la < !lef d'< >r 
i',\ | i,ii k Grand! totel <l" Lu icemburg 
Beau\ aim I totel < '"i' 1 inenl al 
r,i. ii, i. Plaqb I h .""i i totel de la Pai 
Bbbancon < trand Hotel du Nord 
Biarritz Hotel de Bayonne el Metropole 

Hotel Pension, St. Julien et <ln Midi 

Hotel Bi istol 
Blonvillb m. M Hotel de la Terrasso 

Normandj Hotel 
Bordead x I totel Restaui ant Beell 
B < >on m Berry'a I totel 

( I rand I totel 'I" Louvre 
Boulourib (neai St. Raphael) 

Grand 1 1 ■ » i € - 1 ' 
Bouru < Irand Hotel de la Paix et Terminu • 

Grand Hotel du Bourg d'< 'isiuis 
Brest Hotel de France 

< 'a i Ra l totel du ( 'asino 

( 'ai'.n ( Normandy I I totel de f i ancc 

Hotel de la viotoire 
( \ i, aim I totel Meurico 
Cann wh Hold de Pa risl 

Hotel d'Europel 

l totel de Francel 

Hotel Victoria 

< MdiN Ian Hold d'Angleterre 
Carhaix Hotel de Franee 

Carnac (Brittany) Hotel des Voyageui I 
Carnac Plaqb < irand Hotel 11 

< '\k i i.iii: i < Irand Hold de la Mei ' 
Caudbbbc-bn-Caux (Normandy) Hotel du 

Havre 
i Iautbrbtb Hold Bellevue 



SCIENTIFIC AMERICAN HAMHiooK OF TRAVEL 



389 



Hotels at $1.85 $2.00 
PRANCE Continued 



I'lFAMHKRY 

Grand Hotel de la Poate et Metropole 

ClFAMOTTNjA 

Hotel Beau Site and ( ontinental 

Hotel de I ranee et de l'1 Won ■ 

Hotel de la ( !roix Blanche 
Chbnonceaux 

Hotel du Bon Laboureur et du Chateau 
Chin on Hotel de la Boule d'Oi 

Hotel de E ranee 
( Ilermont Ferkand — 

Grand Hotel de la Paix 
( Ilauses Hotel National 
Cognac— Grand Hotel de Londrea 
Con< arnea ir (Brittany) 

Grand Hotel dea Voyageura - 

Grand Hotel 

CONTAINVU,f,fW,EH-BAINK (Nonnario 1 , ) 

ad Hotel* 

COCR8EULLE8 BUR-MeH — 

Hotel dea Etrangera 
< ;,,. i a [( Be Hotel cTAngleterre 
PlEPPE — Hotel Chariot d'Ol 

Hotel du Globe 'I" Nord et Victoria* 
Dig i, Hotel Boyer Miatre 
Dijon Grand Hotel de Bourgogne 
Djnam- Hotel de Paria et d' Angle terre 
! >inard (Brittany) -Hotel Bellevue* 

rNE-L,E8-B # AINS — 

Hotel Pension dea Etrangen 
Dolde Brbtagne Hotel Grand Maiaon 
ktat — Hotel d'Angleterre* 
,c;x — Hotel du Cheval Blanc 

I a r,A( ie Hotel du ' Irand Cerf 

Hotel de Normandie 

\ip (Normandy) — Hotel Canchy 
Gerardmer — Maison de Famille Bouton 
Giromagny — Hotel 'I" Bceuf 
GiaoRS — Hotel de I'Eau de Prance 

dcamp leh Mains — Hotel Villa Belle Vue 

Grandcamp Hotel 
Gr> rviLLE (Normandy) — 

Grand Hotel dea Baina 
Grasse Hotel Pension Bellevuef 
Grenoble Hotel de I'Europe 
Guinga mp Hotel de J'Ouest 

I I re Hotel d'Angletei re 

I i i. . da i e Gi md Hotel Imatz 
Huelgoa'J (Brittany) Hotel de France 
Hyere i Hotel Beau Sejourf 

I, a BOURBOULE— 

Grand Hotel dea Ambasaadeura 
Hotel du Pare* 
La FAtrciLLE a '-ox — Hotel de la Couronne 

Lamca LLE Hotel de F r.'i.nee 

I tote) dea Baina Val Andre 
La Napoule Golf Hotel et dea Baina 
Landern i. a u Hotel de l'l *• 
Langeais Family House Hotel 

Hotel du Lion d'Or 
Lannp . 

Hotel de I'Europe, Rue de Caput 
Laon Hotel de la Hur< 
I, a Rochelle Grand Hotel du Commerce 
Lb Lavandon sub Meb (Var) 

Grand Hotel de la Mediterranee 
i.i, Ao i.f.i, v , lintel de la ' ha ine d'Oi 
LEa Praz (near Chamounix) — 

Splendid Hotel 
Lion sub Meb (Calvados) — 

Grand Hotel de la Plage 



i/tMfKtrx -Hotel 'ie France et d'Eapagne 
Loches Hotel de I ranee 
Lourdes Hotel Beige et de Madrid 

Hotel Notre Dame 
Lovebe Hotel Lo 
Ltrc-euR Meb Hotel dea Familli 

Hotel du Petit Enfei 

Lux (St. Sauveur)— 

Grand Hotel de Londre 
Lyons Grand Hotel de Rusaie 
Lyons-la-Forei 1 Hotel de la Licorne 
Macon— Hotel dea Champa Ely ■ 
Marseilles — Hotel de Geneve 
Mbntone Hotel de Turinl 

Hotel Britanniat 
Mers Hotel de la Plage 
Meru (Oise) Hotel du Lion d'Or 
Monaco (Monaco)— Hotel de Nice 
Moot Dobe Hotel Tournaire 
Month Carlo (Monaco)— Hotel National 

MoNTREUIL-SUR MEB — 

Hotel de France et d.Europ< 
Moblaix, Brittany Hotel Bozellec 
Nantes Hotel du Commerce etdea Coloniea 
NEBia lbs Bains — Grand Hotel Bergei 
Nice — Hotel des Princesf 

Hotel Buabyf 

Hotel de Berne 

Pen don Miramarel 

(Suburb St. Barthelemy)— 

Grand Hotel ;;t, Barthelemyf 

(Gmiez) l he English Hotell 

Hotel de Bade and O'Connor 

NfMEH -Hotel d'Kurope '-Me Prove,,,-,- 

Pabamk (Brittany) Hotel de la Plage 
f abis Hotel Prince dea Gallea 

Hotel Londre i et Milan 

Hotel du Paa de Calaia, 59, Rue dea Sta 

Peres 

Hotel dea Tuil< 
Hotel de Dijon 
Hotel Prince Albert 
Hotel du Chai iot d'< >■ 
• Paria in tndea for full li it ol hoi I 
I 'a i -Hotel de-la Po 

Hotel de la Loge 
tBEC (Brittan ,) Grand H i 
efonos (< »i .< i ( Irand Hotel de ■ Ba na 
Pono A.UDEMER (Normandy) 

Hotel du Lion d'Or, Rue Gamb< tta 
i (Normand / > Hotel d< 
Po ■ n< hoi Grand Hotel de Pornichet 
Quimpeb (Brittany) Hotel de France 
Quimpeble (Bril tany) Hotel du I 
bmoni ( Vo ige Hotel dea I • 
( trand Hotel Jullien 
Retournbmer (Voagi 

Hotel Ret taurant de Retournemer 
i;,rvA Bella (Normandj ) 
I totel de la I 
Hotel de Chalet 

u ant de Parii . Rue de la 
( Iroase Horioge 
Hotel Vi< 
Sable stm-SABTHE Hotel Saint Martin 

' o and Hotel de la Cro 
Sixt (Haute Savoie) Hotel Fera< heval 

Sic I '.At; mb (Var) — Hotel 

-I Germain en Late -Hotel du Gi 

St. Lo (Normandy; — Hotel de Normal 



390 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Hotels at $1.85—12.00 
FRANCE — Continued 



Sainte Marguerite (near Pornichet, Loire 

Inferieure) — Hotel de la Plage 
St. Malo — Hotel Central Benoit* 

Hotel du Louvre 

Grand Hotel du Centre et de la Paix 
St. Michel de Maurienne (Savoie) — 

Terminus Hotel 
Saint Nazaire — Hotel de Bretagne 
St. Quentin — Hotel du Commerce 
St. Sauveur-les-Bains — 

Grand Hotel des Bains et des Princes 
Reunis 
St. Valery-en-Caux — Hotel de PAigle d'Or 
Thonon-les-Bains — Hotel de France 
Toulouse — Hotel de Paris 
Tours — Hotel de l'Europe 



Trouville (Normandy) — Hotel du Chalet 

Hotel du Louvre"" 
Vannes — Hotel du Dauphin 
Vernet-les-Bains — 

Hotel Etablissement Thermal 
Vernon — Hotel d'Evreux 
Vichy — Hotel Bellevue 

Grand Hotel de Milan 
Villard-de-Lans — Hotel de Paris 
Villedieu-les-Poeles — Hotel du Louvre 
Vire — Hotel St. Pierre 
Vitre — Hotel de France 
Vizzavona (Corsica) — Grand Hotel de V 

zavona 
Wimereux-Plage — 

Grand Hotel de la Plage* 



SWITZERLAND 



Adelboden — Hotel Bellevue 
Airolo — Hotel Rossi 

Hotel de la Poste 
Alpnach-Stad — Hotel Pilatus Dependence 

Station Buffet 
Altdorf — Hotel du Lion Noir 

Hotel de la Clef d'Or 
Andermatt — Hotel Touriste* 

Hotel Pension Krone 

Hotel Monopol 
Aquarossa — Hotel Aquarossa* 
Arosa — Hotel Bristol and Schweizerhau 

Hotel and Pension Rhatia and Germania 
Bale — Hotel St. Gothard 

Hotel Bauer am Rhin 
Bellinzona — Hotel du Cerf 
Bergun — Hotel White Cross 
Berne — Bear Hotel 

Hotel Pfistern 
Bex — Hotel des Alpes 
Bienna — Hotel de la Gare 
Bosnigen (Lac de Brienz) — Hotel Belle Rive* 
Bouveret (Valais) — 

Grand Hotel de l'Aiglon* 
Brienz — Hotel de l'Ours 
Brigue — Hotel de Londres 
Brunnen — Hotel Rossli 
Bulle — Hotel des Alpes 
Castagnola (near Lugano) — 

Hotel Pension Villa Castagnolaf 
Champery — Hotel de Champery 
Champex — Hotel Pension du Lac* 
Chateau d'Oex — Hotel and Pension de 

l'Ours 
Chillon — Hotel Chillon 
Coire — Hotel Lukmanier-Terminus 
Dachsen (Falls of the Rhine) — 

Hotel Schloss Laufen* 
Darligen — Hotel Pension du Lac 
Davos Platz — Eden Hotel and Pension 
Delemont — Hotel du Faucon 
Engelberg — Hotel Engel* 

Hotel Victoria 
Entlebuch (near Lucerne) — 

Hotel Schimbergbad* 
Ermatingen (Thurgan — Hotel and Pension) 

Schloss Wolfsberg 
Fionnay — Hotel du Grand Combin* 
Fluelen — Hotel Tel et Poste 
Forclaz (near Martigny) — 

Hotel de la Fougere* 
Fribourg — Hotel Suisse 



Frutigen — Central Hotel ' 

Hotel Terminus 
Geneva — Hotel Terminus 

Hotel des Alpes 

Hotel International 
Glion — Hotel Pension Champs Fleuri 
Goeschenen — Hotel de la Gare* 
Grindelwald — Hotel Alpenruhe 

Hotel du Glacier 

Hotel and Pension Burgener 
Guttanen — Hotel Haslital* 
Herisau — Hotel du Lion 
Hospenthal — Hotel Lion* 
Immensee — Hotel and Pension Rigi 
Interlaken — Hotel du Pont 

Hotel Beau Site* 

Hotel St. Gothard 
Jogny s. Vevey — Hotel du Pare 
Kussnacht — Hotel Mon Sejour* 
Lausanne — Hotel du Grand Pont 

Hotel National 

Hotel Mont-Fleuri 
Lauterbrunnen — Hotel Adler* 
Lenzerheide — Hotel Schweizerhof 
Le Pont (Lac de Jour) — 

Grand Hotel du Lac de Jour 
Linthal — Hotel Bahnhof 
Locarno — 

Hotel Beau Rivage et d'Angleterre 
Lucerne — Hotel de l'Ange 

Hotel Rutli 

Hotel Helvetia 

Lake of Lucerne Steamers (meals only) 
Lugano — Hotel Lugano 

Hotel Washington 

Hotel Pension Villa Carmen au Lac 

Hotel Beau Rivage* 
Martigny — Hotel National 
Mayens de S'ion (Rhone Valley) — 

Hotel de la Rosa Blanche* 
Meiringen — Hotel Brunig* 

Hotel Meiringerhof 

Hotel Oberland* 
Melchthal — 

Hotel and Pension Alpenhof 

Hotel and Pension Melchthal 
Monnetier (Saleve, near Geneva) — 

Grand Hotel du Pare et du Chateau* 
Montbovon — Hotel Pension de la Gare 
Montreux— Hotel Beau Rivage 

Hotel de la Paix 

Hotel Splendid 



SCIENTIFIC AMERICAN HANDBOOK OP TRAVEL 



391 



Hotels at $1.85— $2.00 
SWITZERLAND— Continued 



Montreux (Territet) — Hotel de Hollande 
Morgins-les-Bains (Valais) — 

Hotel Pension de la Foret* 
Murren — Hotel and Pension Eiger* 
Naters-Brigue — Hotel des Alpes 
Neuchatel — Hotel du Soleil 
•Neuhausen — Hotel Bellevue 
Nyon (Lake Geneva) — Hotel des Alpes 
Oberhopen — Kurhaus Hotel Victoria* 
Olten — Hotel Suisse 

Pontresina — Hotel and Pension Bernina 
Ragaz — Hotel St. Gallerhof 
Rapperswyl — Hotel et Pension du Lac 
Reckingen — Hotel Pension Blinnerhorn 
Rheinfelden — Hotel Dietschy am Rhein 
Rigi Kaltbad — Hotel Bellevue 
Rigi-Klosterli — Grand Hotel de l'Epee* 
Rolle — Hotel Tete Noire 
Rorschach — Hotel Bodan 
Rosetto (Bellinzona) — 

Hotel and Pension du Cerf 
Saanen — Hotel Gross-Landhaus 
Saas Fee (Valais) — Hotel du Glacier 
Salvan (Valais)— Hotel de Salvan and des 

Gorge du Triege 
Schaffhausen — Hotel Riesen 
Schuls-Tarasp — Hotel du Pare 
Schwyz — Hotel du Cheval Blanc 
Selzach — Hotel zum Kreuz 
Sepey (Valais des Ormonts) — " 

Hotel du Mont d'Or 
Sion — Hotel de la Gare 
Soglio — Pension Willy 
Soleure — Hotel Hirsch 



Spiez — Hotel Restaurant de la Gare 

Hotel Kurhaus* 

Hotel Pension Belvedere* 
Splugen — Hotel Post* 
Stannstad — Hotel Winkelried 
Stein a/Rhein — Hotel Sonne 
St. Beatenberg — Hotel Silberhorn* 

Hotel Alpenrose* 

Hotel and Pension National 
St. Maria I/M — Hotel Schweizerhof* 
St. Moritz — Hotel National* 
St. Moritz-Dorf — Hotel Albana 

Hotel Bristol Bahnhof 
Thun— Hotel Falken 
Tiefenbach (Furka Pass) — 

Hotel Tiefengletsch* 
Urigen — Hotel and Pension Posthaus* 
Vernayaz — Hotel Victoria et des Alpes 
Vevey — Hotel le Chateau 
Villeneuve — Hotel du Port 
Visp— Hotel du Soleil 
Vitznau — Hotel Rigi 
Wadensweil — Hotel Engel 
Weesen — Grand Hotel Weesen 

Hotel de l'Epee 
Weggis — Pension Villa Alpenblick 
Weissenberg — Hotel Weisse Burg* 
Wengen — Hotel Falken 
Zermatt — Hotel de la Poste 

Hotel Terminus* 
Zurich — Hotel Schweizerhof 

Hotel Schwert 
Za\eisimmen: 

Hotel et Pension de la Couronne 



ITALY AND SICILY 



Alassio — Hotel Victoria 
Alessandria — 

Hotel Grand Mogol et des Etrangers 
Amalfi — Hotel de la Lunc 

Hotel Marine Rivere 
Anacapri — Hotel Victoria 
Aosta — Hotel Corona 

Hotel Suisse 
Arona — Hotel d'ltalia 
Assisi — 

Hotel Giotto and Pension Belle Vue 
Battaglia — Hotel Italy 
Baveno — Hotel Simplon* 

Hotel Beau Rivage 

Hotel Suisse et des lies Borromees 
Bella gio — Hotel Pension Genezzini* 

Hotel Florence 
Belluno — Hotel Bellunof 
Bergamo — Hotel Chapeau d'Or 
Bologna — Hotel Pellegrino 

Hotel Stella d'ltalia e Aquila Nera 

Hotel du Pare 
Bordi gh era — 

Grand Hotel des lies Britanniquesf 
Bormio — Hotel de la Poste 

Hotel des Vieux Bains 
Brescia — Hotel dTtalie 

Hotel Brescia 
Brindisi — Hotel de PEurope 
Cadenabbia — Hotel Belle lies* 
Cannero (Lake Maggiore) — Hotel Italia 
Cannobio (Lake Maggiore)— 

Hotel Cannobio et Savoie 



Capri — Hotel Royal 

Hotel Bristol 
Carate (Lake Como) — Hotel Lario 
Caserta — Hotel Victoria 
Castellamare — Station Buffet 
Cava dei Tirreni (near Salerno) — 

Hotel Victoria 
Cernobbio — Hotel Pension Rhine Olga 
Certosa Pa via — Hotel de la Ville 
Chatillon (near Aosta) — Hotel de Londres 
Chiavenna — 

Hotel Helvetia and Specola 
Collio — Grand Hotel Mella* 
Como — Hotel dTtalie et d 'Angle terre 

Hotel Metropole 

Hotel Pension Bellevue 

Grand Hotel Volta 
Desenzano — Hotel Royal Mayer 

Hotel Splendid 
Domo d'Ossola — Hotel Milan 
Fasano (Riviera, Lake Garda) — 

Hotel Bellevuef 
Florence — Hotel Porte Rossa 

Hotel de Londres et Metropole 
Gardone Riviera — Hotel and Restaurant 

Benaco 
Genoa — Hotel Milan 

Hotel de France 

Hotel Helvetia 
Iseo sul Lago — Hotel del Leon d'Oro 
Lanzo d' Intelvi (Lake Lugano) — 

Grand Hotel Belvedere* 
Laveno — Hotel de la Poste 
Lecco — Hotel Mazzolein 



392 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Hotels at $1.85—12.00 
ITALY AND SICILY— Continued 



Leghorn — 

Hotel Giappone et Grande Bretagne 
Lenno — Hotel Regina 
Levanto — Grand Hotel 
Loreto — Grand Hotel Campania and Poste 

Hotel Pace Gemelli 
Macunaga — Hotel Belvedere* 

Hotel Mont Moro* 
Magianico — Hotel Climatique 
Milan — Hotel Victoria 

Hotel de France 

Hotel Central Pozzo 
Misurina — Hotel Misurina* 
Naples — Hotel Pension de la Riveira 

Hotel de Naples 

Hotel Isotta et de Geneve 

Hotel Bellevue 

Hotel Metropole 
Nervi — Schichert's Pare Hotel 
Oneglia (Italian Riviera) — Grand Hotelf 
Ospedaletti — Hotel Pension Suissef 
Pallanza 

Hotel St. Gothard Pension Suisse 
Pegli — Hotel de la Ville 
Piedimulera — Hotel Couronne and Poste 
Pisa — Grand Hotel de Londres 

Hotel Nettuno 

Hotel Minerva et Ville 
Pompeii — Grand Hotel Pompeii 
Rapallo — Hotel Beau-Rivage 
Ravello — Hotel and Pension del Toro 
Ravenna — Hotel Royal 
Rome — Capital Hotel 

Hotel d'Allemagne 

Fisher's Park Hotel 

Hotel Geneve 



Ruta — Hotel d'ltalie 

Salice — Hotel Milan 

Salsomaggiore — Hotel Cavour 

San Gimiguano — Hotel Centrale Vittoria 

San Remo — Hotel Metropole 

Cosmopolitan Hotel 
Santa Maria degli Angeli (near Assisi)- 

Hotel Porziuncola 
Santa Margherita — Hotel Regina Elena 
San Vito di Cadore — Hotel Marcora* 
Savon a — Hotel Rome 
Sirmione — Grand Hotel des Termes* 
Sorrento — Hotel de la Syrene 
S. Maria Maggiore (near Domo d'Ossola)- 

Hotel des Alpes 
Stresa (Lake Maggiore) — 

Hotel Pension Beau Sejour* 

Hotel Savoy et Lucernerhof 
Suna (Lake Maggiore) — Hotel Suna 
Tai di Cadore — Hotel Cadore* 
Termini Imerese — 

Grand Hotel des Thermes 
Tivoli — Hotel Sirena and Regina 
Torre-Pellice — Hotel du Pare 
Tremezzo — Hotel Bazzoni 
Turin — Central Hotel Continental 

Hotel Ville et Bologne 
Valle di Pompei— Hotel du Sanctuaire 
Valtournanche — Hotel de Mont Rose 
Varallo Sesia — Hotel d'ltalie* 
Varese — Hotel Europe 
Venice — Hotel Bellevue 
Verona — Hotel Europe 

Hotel Riva San Lorenzo 
Viareggio — Hotel d'ltalie 
Vintimille — Hotel Suisse 



BELGIUM, HOLLAND, THE RHINE, GERMANY, AUSTRIA, RUSSIA, &c. 



In many of the hotels in Germany the table 
d'hote dinner is served at mid-day, and a 
lighter meal, called supper, is .served in the 
evening. 
Abbazia (Hungary)— Hotel Pension Villa 

Herkules 
Abtenau (Austria) — 

Hotel Gasthorp zum rothen Ochsen 
Aix la Chapelle (Germany) — 

Hotel King of Spain 
Alkmaar (Holland) — Hotel Neuf 
Amrum (Germany) — Hotel Kurhaus Wittdun 
Amsterdam (Holland) — 

Hotel Neuf 

Hotel Oldewelt 

Hotel Het Haasje 

Hotel Suisse 
Andernach (Germany) — Hotel Schaefer 
Annenheim a. Ossiachersee (Austria) — 

Hotel Annenheim 
Antholzerwildsee (Tyrol) — 

. Hotel and Pension Antholzerwildsee* 
Antwerp (Belgium) — 

Hotel du Commerce, Rue de la Bourse 

Hotel des Mille Colonnes 
Arco (Austria) — 

Hotel Erzherzog Albrechtt 
Arnhem (Holland) — Hotel Continental 
Augsburg (Germany) — Hotel White Lamb 
Baden-Baden (Germany) — 

Hotel and Pension Villa Blucher* 

Hotel Romerbad 

Hotel Terminus 



Bad Harzburg (Germany) — Hotel Belle Vue 
Bad Herrenalb (Black Forest) — 

Hotel and Pension Sternen 
Bad Homburg, V. D. Hohe (Germany) — 

Hotel Beau Sejour 
Beek (near Nymegen, Holland) — 

Hotel Pension Elsbeek 
Belfort (Ballon d'Alsace) — Hotel Stauffer 
Berchtesgaden (Bavaria) — 

Hotel vier Jahreszeiten 
Berlin (Germany) — Nurnberger Hotel 
Biebrich (Germany) — Hotel Kaiserhof 
Bingen (Germany) — Hotel Starkenburger Hof 
Blankenberghe (Belgium) 

Grand Hotel d'Orange 
Blankenburg (Hartz, Germany) — 

Hotel Kaiser Wilhelm 
Bonn (Germany) — Hotel du Nord 

Hotel Rheineck 
Botzen (Austria) — Hotel de l'Europe 
Bremen (Germany) — 

Hotel Furstenhof 

Hotel Monopol 
Bruges (Belgium) — Hotel du Panier d'Or 
Brunswick (Germany) — Fruhlings 

Hotel Stadt Bremen 
Brussels (Belgium) — Hotel de Bordeaux 

Hotel Bristol et Marine 

Hotel de l'Esperance 

Hotel du Grand Monarque et de l'Em- 
pereur 
Extra Supplements at all during the Expo- 
sition average about 2 fr daily. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



393 



Hotels at $1.85— $2.00 
BELGIUM, HOLLAND, THE RHINE, GERMANY, AUSTRIA, RUSSIA, &c— Continued 



Carlsbad (Austria) — Hotel Nurnberger Hof 
Cassel (Germany) — Hotel Strick 
CHAUDFOiTTAiNE (Belgium)— 

Grand Hotel des Bains* 
Cleve (Germany) — Hotel Maywald* 
Coblence (Germany) — Hotel Zur Traube 
Cologne (Germany) — Hotel Minerva 

Hotel Continental 
Crepeld (Germany) — Hotel Beltz 
Diekirch (Luxemburg) — 

Hotel de la Mai son Rouge 
Dinant (Belgium) — Hotel Famille 
Dordrecht (Holland) — Hendrich's Hotel 
Dresden (Germany) — Hotel Kaiserhof 

Carlton Hotel 
Duisberg (Germany) — Hotel Berliner Hof 
Durrheim (Black Forest) — Salinen Hotel 
Dusseldorf (Germany) — Hotel Europe 
Echternach (Luxemburg) — Hotel Bellevue 
Edam (Holland) — Dam Hotel 
Eisenach (Germany) — Rohrig's Hotel zum 

Grossherzog von Sachs~n 
Elberfeld (Germany) — Hotel Europe 
Enkhuizen (Holland) — Stapel Hotel 
Erfurt (Germany) — Hotel Europaischer Hof 
Flushing (Holland) — Hotel Albion 
Frankfort-on-Main (Germany) — 

Hotel Union 

Hotel Prince Henry 
Freiburg (Baden) — Hotel Pfauen 

Hotel Salmen 
Furtwangen (Black Forest) — 

Hotel Girshaber zum Ochsen 
Fussen (Bavaria) — Hotel Bayerischerhof 
Garmisch (Bavaria) — Hotel Sonnenbichel) 

Hotel Alpspitz 
Gernsbach (Murgtl, Baden, Black Forest) — 

Pension Villa Bellevue 
Ghent (Belgium) — Hotel Universel 
Golling .(Austria) — Hotel Pension Bellevue 

Hotel Bahnhof 
Gotha (Germany) — Hotel Herzog Ernst 
Gries bei Bozen (Austria) — 

Hotel Pension Bellevue* 
Groningen (Holland) — 

Hotel Seven Provinces 
Gstatterboden (Steiermark, Austria) — ■ 

Hotel Gesause* 
Haarlem (Holland) — Hotel Lion d'Or 
Hague (Holland) — Hotel du Passage 

Hotel Lion d'Or 
Hallein (Austria) — Hotel Stern 
Hamburg (Germany) — Hotel Furst Bismarck 

English Hotel 
Hanover (Germany) — 

Hotel zu den Vier Jahreszeiten 
Hausach (Germany) — Hotel z. Hirsch 
Heidelberg (Germany) — 

Hotel Darmstadter Hof 
Hildesheim (Germany) — Hotel d'Angleterre 
Honnef Rhein (Germany) — Hotel Webel 
Innsbruck (Austria) — Hotel Veldidena 

Hotel Habsburgher Hof 
Ischl (Austria) — Hotel Victoria 

Hotel Habsburgerhof 
Kestenholz (Alsace) — Kurhavjs Badbroun 
Kirnhalden (Black Forest) — 

Hotel Bad Kirnhalden 
Kissingen (Bavaria) — 

Hotel and Pension Wurtemberger Hof 
Konigsfeld (Baden) — Hotel and Kurhaus 

Doniswald 



Konigswinter (Germany) — 

Hotel Dusseldorfer Hof 
Krimml (Tyrol) — Hotel Krimmljrhof 
Kufstein (Austria) — Hotel Gisela 
Kyllburg (Germany) — Hotel Eifelerhof 
Lana (near Meran, Tyrol) — Hotel Royal 
Laroche (Belgium) — 

Hotel de Luxemburg 
Lavarone (Austria) — Hotel du Lac* 
Leiden (Holland) — Hotel Rynland 
Leipsic (Germany) — Hotel zum Palmbaum 

Hotel Sachsenhof 

Hotel Sedan 
Leoben (Austria) — Hotel Sudbahnhof 
Liege — (Belgium) — Hotel d'Angleterre 
Luxemburg (Lux) — Hotel Clesse 
Maastrich (Holland) — Hotel Derlon 
Malines (Belgium) — Hotel de la Couronne 
Mals (Tyrol)— Hotel Post 

Mauterndorf (Austria) — Gasthof zur Poste 
Mayence (Germany) — Central Hotel 

Hotel Mainzerhof 
Menzanschwand (Black Forest) — 

Hotel Eagle 
Meran (Austria) — 

Hotel and Pension Windsor* 

Hotel d'l Europe 
Metz (Germany) — Hotel d'Angleterre 
Middelkerke (Belgium) — 

Villa des Roseraies* 
Mittenwald (Bavaria) — Hotel Post 
Mori (Austria) — Hotel de la Gare 
Munich — Hotel de l'Europe (3 m. Supple- 
ment) 

Hotel Wagner (1 J^ m. Supplement) 

Hotel Stachus (3 m. Supplement) 
In the Summer of 1910 engage rooms at 
least two or three weeks in advance. 
Namur (Belgium) — Hotel de Hollande 
Neuspondining (Tyrol) — 

Bahnhof and Post Hotel 
Neustadt (Germany) — Hotel Crown 
Neuwied (Germany) — 

Moravian Hotel 
Nieuport-Bains (Belgium) — 

Grand Hotel de la Plage 
Nordhausen (Germany) — 

Hotel Friedrickskron 
Nurnberg (Germany) — Hotel Maximilian 
Nymegne (Holland) — Hotel du Soliel 
Oberammergau (Bavaria) — 

Anton Lang's Pension, No. 19 
Oostduinkerke-Bains (Belgium) — 

Grand Hotel des Dunes 
Ostend (Belgium) — St. James Hotel* 

Hotel de Gand et d'Albion* 

Hotel Royal de Prusse and Grande 
Bretagne* 

Hotel Marion* 

Hotel de Cologne et Villa Paula* 
Partenkirchen (Bavaria) — Hotel Post 
Pilsen (Austria) — Hotel Golden Eagle 
Plansee (Tyrol) — Hotel Seespitz 
Reichenhall (Germany) — Hotel Deutscher 

Kaiser* 
Reutte (Tyrol)— Hotel Tyrol 
Kippoldsau (Black Forest) — 

Hotel Fritsch zum Klosterle 
Riva (Austria) — Hotel and Pension See- Villa 
Rochefort (Belgium) — Hotel Biron 
Rolandseck (Germany) — Hotel Decker 
Rothenburg (Bavaria) — Hotel Hirsch 



394 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Hotels at $1.85— $2.00 
BELGIUM, HOLLAND, THE RHINE, GERMANY AUSTRIA, RUSSIA, &c— Continued 



Rotterdam (Holland) — Hotel de France 

Hotel Victoria 
Rudesheim (Germany) — Hotel Massmann* 
Sackingen (Germany) — 

Bad Hotel zum Lowen 
Salzburg (Austria) — ; 

Hotel Kaiserin Elizabeth 
Sarajevo (Bosnia) — Hotel Central 
Scheveningen (Holland) — 

Hotel van den Abeelen* 

Hotel Zeerust 
Schluderbach — Hotel Schluderbaeh 
Schoenwald (Baden, Germany) — ■ 

Kurhotel Victoria* 
Schonau (Black Forest) — Hotel Sonne 
Schwalbach (Germany) — 

Hotel Continental 
Schwerin (Mecklenburg, Germany) — 

Hotel Niendorff 
Seefeld (Tyrol) — Hotel Post 
Soden (Germany) — Hotel Kurhaus 
Sophia (Bulgaria — Hotel Royal 
Spa (Belgium) — Hotel de Lacken* 
Steinach-Irdning (Austria) — 

Station Hotel 
St. Blasien (Germany) — Hotel Hirschen 
St. Georgen (Black Forest) — Hotel Hirsch 
St. Goarshausen (Germany — Hotel Hohen- 

zoller 
St. HuBERT(Belgium) — Hotel du Luxembourg 
St. Johann am Pongau (Austria) — 

Hotel zur Post 
St. Polten (Austria)— Hotel Pittner 
St. Wolfgang (Germany) — 

Hotel and Pension Peter zur Schafberg- 
bahn 

Hotel zum Weissen Rossel* 



Strassburg (Alsace, Germany) — 

Pension Internationale, Universitats- 
strasse 26 

Hotel Victoria 
Stuttgart (Germany) — Hotel Dierlamm 
Telfs (Tyrol)— Hotel Post 
Texel (Holland)— Hotel Texel 
Toblach (Austria) — Hotel Germania* 
Trafoi (Tyrol)— Hotel Post 
Trarbach (Germany) — Hotel Adolph 
Treves (Germany) — Hotel Reichshof 
Trient (Austria) — Hotel de l'Europe 
Trieste (Austria) — Hotel Toniato 
Tutzing (near Munich, Bavaria) — 

Hotel Seehof 
Utrecht (Holland) — Hotel Central 
Valkenberg (Holland) — Hotel Monopole 
Veldes am Veldersee (Austria) — 

Hotel and Pension Malbner 
Vienna (Austria) — Hotel Victoria 
Villingen (Germany) — Hotel Blume 
Vlaardingen (Holland) — Hotel Bellevue 
Weimar (Germany) — Hotel Elephant 

Hotel Goldner Adler 
Wiesbaden (Germany) — Taunus Hotel 
Wildbad (Germany) — 

Hotel zum Gold Ochsen 
Wolfach (Black Forest) — 

Hotel zum Sahnen 
Worms a/RHiNE (Germany) — 

Hotel Kaiserhof 
Wurzburg (Bavaria) — ' 

Hotel zum Schwan 
Zell am See (Austria) — 

Hotel Pinzgauerhof 



GREECE, MALTA, &c. 



Candia (Island of Crete) — 

Hotel d'Angleterre 
Canea (Greece) — 

Grand Hotel de France et d'Angleterre 



Famagusta (Cyprus) — Hotel Savoy 
Larnaca (Cyprus) — Royal Hotel 
Malta — Hotel d'Angleterre 



SPAIN, PORTUGAL, &c. 



Algeciras (Spain) — Hotel de la Marina 

Hotel Terminus 
Barcelona (Spain) — Hotel Falcon 

Gran Hotel Ambos Mundos 
Burgos (Spain) — Gran Hotel Universal 
Cordova (Spain) — Hotel Espanola y Francia 
Escorial (Spain) — New Hotel 
Fuenterrabbia (Spain) — Hotel de France 
Gibraltar (Spain) — Hotel Victoria 

Hotel Continental 
Granada (Spain) — Hotel Victoria 

Hotel Pension Alhambra 



Lisbon (Portugal) — Hotel Avenida 
Madrid (Spain) — Hotel Peninsular 
Malaga (Spain) — Hotel Alhambra 
Ronda (Spain) — Station Hotel 
Salamanca (Spain) — 

Gran Hotel del Comercio 
San Sebastian (Spain) — 

Grand Hotel de Biarritz 
Seville (Spain) — Cecil Hotel 

Hotel La Peninsular 

Hotel de Rome 



NORWAY, SWEDEN, AND DENMARK, 



Blaaflaten (Norway) — Hotel Blaaflaten 
Copenhagen (Denmark) — Hotel Hafnia 
Hardanger (Norway) — Hotel Vikingness 



Stockholm (Sweden) — Hotel Belfrage 
Pension Continentale 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



395 



Hotels at $1.85— $2.00 



ALGERIA, TUNISIA, &c. 



Affrevllle (Algeria) — Hotel de Vaucluse 

Hotel de l'Univers 
Algiers (Algeria) — 

Hotel Beau Sejour (Mustapha Superieur) 
Hotel Oriental (Mustapha Superieur) t 
Hotel Pension Olivage (Mustapha Supe- 
rieur) 
Grand Hotel (Mustapha Superieur) 
Azazga (Algeria) — Hotel Vayssieres 

Hotel Gebhard 
Biskra (Algeria) — Hotel de l'Oasis 
Bizerte (Tunisia) — Hotel Metropole 
Bona (Algeria) — Hotel du Commerce 
Bordj-Bouira (Algeria) — Hotel de la Colonie 
El Guerrah (Algeria) — Hotel El Guerrah 



Kairouan (Tunisia) — Grand Hotel 
Kerrata (Algeria) — Hotel Kerrata 
Marengo (Algeria) — Hotel d'Orient 
Michelet (Algeria) — Hotel des Touristes 
Orleansville (Algeria) — 

Hotel des Voyageurs 
Tangier (Morocco) — Hotel Bristol 
Tizi Ouzou (Algeria) — Grand Hotel 

Hotel des Postes 
Tripoli (Barbary) — 

Hotel Transatlantique 

Hotel Minerva 
Tunis (Tunisia) — 

Imperial Hotel 

Hotel Eymon 



BRITISH HOTELS. 



Aberdeen, Scotland — 

Hutcheon's Temperance Hotel 

Royal Hotel 
Antrim, Ireland — Hall's Hotel 
Ardara, Ireland — Nesbitt Arms 
Armagh, Ireland — Charlemont Arms 
Arrochar, Scotland — Ross's Hotel 
Avoca — See Ovoca 

Balloch, Scotland — Tullichewan Hotel 
Ballyshannon, Ireland — Royal Hotel 
Bangor, co. Down, Ireland — Grand Hotel 
Barmouth, N. Wales — Tal-y-Don Hotel 
Belfast, Ireland — Prince of Wales Hotel 

Monteith's Temperance Hotel 
Birnam, Scotland — Park View House 
Borth, Wales — The Cambrian Hotel 
Bournemouth, England — Dalkeith Hotel 

Hotel Windsor 
Bowness, England — Royal Hotel 
Bradford, Yorks, England — Talbot Hotel 
Bridge of Allan, Scotland — Queen's Hotel 
Brighton, England — 

Argyle Mansions Hotel 

Gloucester Hotel 

Haslemere Hotel 
Bristol, England — Bank Hotel 
Bude, North Cornwall — 

Norfolk Temperance Hotel 
Bundoran, Ireland — Marine Hotel 
Buxton, England — 

Wilberforce (Temperance) Hotel 
Cappoquin, Ireland — Harrington's Hotel 
Carbis Bay, Cornwall — 

Hendra's Private Hotel 
Cardiff, Wales — Central Hotel 
Cashel, Co. Tipperary, Ireland — 

Ryan's Hotel 
Chester, England — Washington Hotel 
C'lifden, Ireland — Lyden's Hotel 
Clonbur, Ireland — Mount Gable Hotel 
Coniston, England — Sun Hotel 
Cork, Ireland — McTernan's Hotel 

Windsor Hotel 

Royal Victoria Hotel 
Creeslough, Ireland — Harkin's Hotel 
Cushendell (Ireland) — Delargy's Hotel 
Donegal, Ireland — 

Erin Temperance Hotel 
Dover, England — 

Metropole Hotel 

Esplanade Hotel 



Douglas, Isle of Man — 

The Imperial Hotel 

Hotel Ellerslie 

Cliff View and Oxford Private Hotel 

Sefton Hotel 

Aylen's Hotel 
Dublin, Ireland — Standard Hotel 

Royal Exchange Hotel 

Clarence Hotel (Wellington Quay) 

Manchester and Provincial Hotel 

Four Courts Hotel 

St. Andrew's Hotel 

Moran's Hotel 

Abbotsford Hotel 

Hotel Pelletier 
Dunfanaghy, Ireland — 

Stewart Arms Hotel 
Dungarvan, Ireland — Lawler's Hotel 
Dungloe, Ireland — Boyle's Hotel 
Edinburgh, Scotland — 

Castle-Central Hotel 

Old Ship Hotel 

Milne's Hotel, 145 Leith Street 

Maitland Temperance Hotel 

Adelphia Hotel 

Palace Temperance Hotel 
Enniskillen, Ireland — Railway Hotel 
Exeter, England — Hotel Osborne 
Folkestone, England — Pier Private Hotel 
Fort William, Scotland — 

Waverlev Temperance Hotel 

Central Temperance Hotel 

Palace Hotel 
Garronpoint, Ireland — 

Garron Towers Hotel 
Giant's Causeway, Ireland — 

Kane's Roval Hotel 
Glasgow, Scotland — Balmoral Hotel 
Glengarriff, Ireland — Perrins Hotel 

Bridge Hotel ' 
Glenties, Ireland — O'Donne'l's Hotel 
Gougane, Barra, Ireland — 

Cronins Hotel 
Guernsey, Channel Islands — 

Channel Islands Hotel 

Imperial Hotel 
Gweedore, Ireland — Gweedore Hotel 
Harrogate, England — Lancaster Hotel 

The Spa Hydro 
Hull, England — Percy's York Hotel 

London Hotel 



396 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Hotels at $1.85— $2.00 



BRITISH HOTELS— Continued 



Ilfracombe, England — 

Gilbert Private Hotel 

Runnacleave Hotel 
Ilkley, England — 

Spa Hydropathic Establishment 
Inchigeela, Co. Cork, Ireland — 

Lake Hotel 
Inverness, Scotland — Glen Albyn Hotel 

Queensgate Hotelds 
Jersey, Channel Islanr — 

Hotel Pomme d'Ov 

Hotel de l'Europe 

Le Coie House 

Royal Hotel 
Keswick, England — County Hotel 
Killarney, Ireland — 

Slattery's Imperial Hotel 

O'Sullivan's Hotel 

The Muckross Hotel 

Lake View Hotel . 

New Hotel 
Killybegs, Ireland — Rogers Hotel 
Kilkee, Ireland — West End Hotel 
Langholm, Scotland — 

Eskdale Temperance Hotel 
Larne, Ireland — King's Arms Hotel 

Laharna Hotel 
Leeds, England — Albion Hotel 

Imperial Hotel 
Liverpool, England — Waterloo Hotel 

Deysbrook House, 2, Canning St. 

Bee Hotel 
Llandudno, N. Wales — 

North Western Hotel 
London, England — 

Imperial Hotel, Russell Square 

Wilton Hotel, opposite Victoria Station 

Philp's Glenburn Hotel, 26, Great Rus- 
sell Street, W. C. 

Osborne Hotel, Tavistock Place, W. C. 

Waterloo Hotel (corner of York and 
Waterloo Roads, S. E.) 

Morton Hotel, Russell Square, W. C. 

Peru House Hotel, 4, 5, and 6, Woburn 
Place, Russell Square ,W. C. 

Hotel Brooklyn, Earl's Court Square, 
S. W. 

The Eccleston Hotel, Eccleston Square 
(close to Victoria Stn.) 

Woburn House Hotel, Upper Woburn 
Place, W. C. 
See Chapter on "London" for full list hotels. 
Louisburgh, co. Mayo, Ireland — 

McDermott's Hotel 
Matlock-Bank, England — Dalefield, Hydro 
Matlock-Bath, England — 

Bath Terrace Hotel 
Melrose, Scotland — King's Arms Hotel 
Milford, co. Donegal, Ireland — 

McDevitt's Hotel 
Morecambe, England — Battery Hotel 
Mumbles, near Swansea, Wales — Yacht Cafe 
Newquay, Cornwall — Moirah House 
Newcastle-on-Tyne, England — 

Clarendon Temperance Hotel 

Imperial Hotel, Jesmond Road 
Nottingham — Portland Hotel 
Oban, Scotland — County Hotel 

Royal Hotel 

Argyll Hotel 

Imperial Hotel 



Ovoca, Ireland — Vale View Hotel 
Paisley, Scotland — 

George Temperance Hotel 
Perth, Scotland — 

Grand (Temperance) Hotel 
Peterhead, Scotland — Palace Hotel 
Plymouth, England — Continental Hotel 

Farley Hotel 
Porthcawl, Wales — 

Marine Private Hotel 
Portrush, Ireland — Eglington Hotel 

Windsor Hotel 

Central Hotel 
Queenstown, Ireland — Rob Roy Hotel 
Ramsey, Isle of Man — 

Prince of Wales Hotel 
Richmond Hill, Surrey, England — 

Mansion Hotel 
Rothesay, Scotland — Lome Hotel 
Scarsborough, England — 

Spa Private Hotel 
Skipton, Yorkshire, England — 

Black Horse Hotel 

Ship Hotel 
Sligo, Ireland — Bridge House Hotel 
Southampton, England — Flower's Hotel 
Sjuthport, England — Wheldon's Hotel 
Southsea, England — Washington Hotel 
St. Leonards-on-Sea, England — 

Fife Hotel 
Stirling, Scotland — Waverley Hotel 

New County Hotel 
Stranraer, Scotland — Meikle Hotel 
Swansea, Wales — Mackworth Hotel 
Torcross, Devon, England — 

Torcross Hotel 
Torquay, Devon, England — 

Petworth Hotel, Chestnut Avenue 

Dudley Private Hotel 
Turriff, Scotland — Fife Arms Hotel 
Ullswater, England — Sun Hotel 
Westport, Ireland — West Hotel 
Winchester, England — 

Hotel Crown and Cushion 
Worcester, England — 

Victoria Temperance Hotel 

Central Temperance Hotel 



SHORT DAY TRIPS FROM LONDON 
St. Albans. Midland Railway (20 miles); 
London & North Western (24 miles); fare 
round trip third class 3s. 3d. Great Northern 
(23 }4 miles) fare round trip 3s. 3d. The 
Verulam of the Romans. Burial place of 
.Lord Bacon, whose tomb is in St. Michael's 
Church. Cathedral with longest nave in 
England open 10 to 4, 5 or 6 p. m. weekdays, 
according to season. Nave free; transept 
and parts east of nave 6d. Also may be seen 
remains of ancient Verulam, old Abbey 
Gateway, and quaint round tavern. "The 
Fighting Cocks" the oldest inhabited house 
in England. 

Rye House. Great Eastern Railway, 
(19 miles) fare third class 2s. lOd. (round trip). 
Remains of Rye House, the ancient manor 
whose owner was beheaded for complicity in 
the Rye House Plot. Is now an inn. Em- 
battled gatehouse. " The great bed of Ware ' ' 
twelve feet square mentioned by Shakespeare 
in "Twelfth Night" is a curiosity. 



AUTOMOBILI^G EN" EUROPE 



For much help on this difficult sub- 
ject the author is indebted to the fol- 
lowing gentlemen : Mr. Raymond Beck, 
of the Tour Department of the Auto- 
mobile Club of America ; Mr. F. H. 
Elliott, secretary of the American 
Automobile Association, and to Mr. A. 
C. Spencer, of the American Express 
Company. 

HIRING AUTOMOBILES 

It is very expensive to hire an auto- 
mobile abroad, and those who do not 
ship their own automobiles should 
expect to pay six or seven pounds a 
day, or even more, for a desirable car. 
While the expense of shipping an auto- 
mobile to Europe seems very large, it 
will prove economical in the long run 
if a motor trip is contemplated. If 
the machine is to be hired the exact 
time and place where it is to be 
brought should be specified, and this 
sending of the car should be included 
in the sum paid. Those who intend 
to take an automobile trip on the Con- 
tinent will find it more advantageous 
to rent automobiles in Paris than to 
rent them in England and have them 
sent over. Automobiles may be hired 
in Paris from the following concerns : 

American Garage, 54, Avenue Mon- 
taigne. Sole representative for Bianchi 
cars. 

Garage de l'Avenue du Bois, 56, Rue 
Pergolese. Fine car on hire. 

Garage Bourbon, 7, Place du Palais 
Bourbon. Mercedes and Renault cars 
for hire. 

Gomes & Co., 63, Boulevard Hauss- 
mann, and Garage Automobile Agency, 
163, Avenue Victor Hugo. 

J. B. Merrier, 6, Rue Saint Ferdi- 
nand ('phone 565.30). A specialty of 
second-hand cars. 

New York Garage, 34, Rue du Mont 
Thabor. Modern garage. Machine 
tools for repairs on the premises. 

Perignon & Rougier, 13, Rue Des- 
eombes. Special agents for Lorraine- 
Dietrich cars. 

Schrader & Co., 51, Avenue de la 
Grande Armee. Special agent for Re- 
nault cars. 

Societe des Garages Krieger and 
Brasier, 48, Rup la Boetie. Fine tour- 
ing cars for hire. 



All those who are thinking about 
taking an automobile trip abroad 
should obtain a little 32-page pamphlet 
by J. M. Murdock. This pamphlet de- 
scribes how the writer made arrange- 
ments for shipping' his car. It gives par- 
ticulars as to tie landing of the cars, 
the proper season for touring, Euro- 
pean touring clubs, the duty deposit 
in Italy, the French license, and de- 
posit, the Swiss duty deposit, the two 
German licenses, and the English li- 
censes . and tags, frontier procedure, 
passing octroi officials, Italian road 
maps, French maps, maps of England. 

The author also speaks of renting 
cars abroad, in which he states that 
it is quite a common practice for some 
Americans to hire or lease cars on the 
Continent, but as a rule these engage- 
ments are only for a short period and 
the cost usually runs from $20 to $30 
a day, which includes a chauffeur and 
all repairs and supplies. As a rule, 
there is a limitation as to the number 
of passengers allowed to be carried, as 
well as to the average number of kilo- 
meters a day the car may be run. The 
cars are necessarily second-hand, and 
almost all that the author met had 
seen considerable service, although 
still in good touring condition. Mr. 
Murdock states : "For a short time I 
considered tnis preferable to taking a 
car from this side, but for a trip in- 
volving a matter of six weeks or more, 
or one involving a tour which does not 
start and end at the same point, it 
would certainly be better to take your 
own car with you. The expense of 
hiring a car for our trip would have 
been more than double the actual cost of 
taking our own car, and, moreover, we 
could not have had the opportunity of 
hiring anything like my '30.' ' lie 
also states that gasoline in Italy is 
known as "benzina," in France "es- 
sence," in England "petrol," or "spir- 
its." This the writer found sold every- 
where in sealed tin cans. In Italy it 
is usually sold in cans containing 20 
liters ; in France and England in five- 
liter cans. In Italy the liquid fuel is 
more expensive than elsewhere. In 
southern Italy he paid as high as one 
lira and ten centesimi per liter, equiva- 



397 



398 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



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SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



399 



lent to 90 cents per gallon. As you 
move north through Italy it becomes 
cheaper ; in small towns in France it 
can be bought for 35 to 40 centimes 
per liter, or 35 cents a gallon. All 
through 'England he paid about 33 
cents a gallon. 

The price of oil is not much differ- 
ent from that throughout America, al- 
though the quality of the cylinder oil 
is not as good. 

Nowhere did he find such garages as 
we have at home. In fact, the only 
one belonging to the first class was the 
"Palace Garage" at Rome. 

For washing and polishing, a charge 
of from 40 cents to 60 cents was 
usually made. 

The pamphlet contains a detailed 
schedule of the tour and gives a sum- 
mary of the miles driven and the ex- 
pense. The average cost for all oper- 



THE AMERICAN AUTOMOBILE 
ASSOCIATION 
The American Automobile Association is a 
powerful aid to automobiling progress. Any 
one who is interested in automobiling can 
become an individual member dr through an 
Automobile Club which is affiliated with the 
State organization of the American Auto- 
mobile Association. Every member of the 
A. A. A. receives once a month a copy of 
the "American Motorist," which is the official 
journal of the National Association, with its 
headquarters at 437 Fifth Avenue, New York 
City. This Association was organized in 
1902, and has a membership of oyer 35,000 
subdivided into 36 State Associations, com- 
prising over 2.50 automobile clubs and hun- 
dreds of individual members. Full literature is 
sent by the Association on request at the 
above address. 

For the benefit of A. A. A. members 
reciprocal arrangements have been en- 
tered into with the following European 
organizations : 

Automobile Association of London 
Stenson Cooke, Secretary 
Princes Buildings, Coventry Street, 
London, W. 
Motor Union of Great Britain 
Rees Jeffreys, Secretary 
1 Albemarle Street, Piccadilly, Lon- 
don, W. 
Touring Club of France 
Honorable Secretary 
65 Avenue de la Grande Arinee, 
Paris, France. 
European Touring Consul, A. A. A. 
M. Victor Breyer 

4 bis, Rue Descombes, Paris, France. 
Touring Club Italiano 

S. J. Johnson, Secretary 
Via Monte Napoleone 14, Milano, 
Italy. 
Touring Club Suisse 

A. Navazza, Director 
Geneva* Switzerland. 

Continued on page 400, column 1. 



ating and maintenance charges per day 
for the whole 104 days was $10.62. 
The average cost of all expenses, tires, 
supplies, repairs, garages, and every 
item connected with the operation of 
the car for the trip, was 18 cents a 
mile ; the total number of miles driven 
was 5,846. The total expense was 
$1,105.12. Of this amount, $632.81 
went for the purchase of tires and in- 
ner tubes and repairs to the same, 
while $339.86 went for the purchase 
of gasoline and oil. The storage, pol- 
ishing and cleaning cost only $78.73. 
The repairs, outside of the tires, were 
only 80 cents for repairing the gaso- 
line tank and $1.92 for relining a foot 
brake. 

It is seldom that so much informa- 
tion can be found in 32 pages as in the 
little book before us. 



THE AUTOMOBILE CLUB OF 
AMERICA 
The Automobile Club of America is 
the only organization recognized in 
America by the following national 
automobile clubs, is a _ member of the 
International Association of Recog- 
nized Automobile Clubs, and is the 
sole representative in this country of 
the following clubs : 

Automobile Club de France, (Paris) 
Royal Automobile Club, (London) 
Kaiserlicher Automobil Club, (Berlin) 
Automobile Club d'Italia, (Italy) 
Automobile Club de Belgique, (Brussels) 
Automobile Club de Suisse, (Geneva) 
Oesterreichische Automobil Club, 
(Vienna) 

Nederlandische Automobiel Club, (The 
Hague) 

Kungl Automobil Klubben, (Stockholm) 
Auckland Automobile Association, (New 
Zealand) 

Automobile Club of Russia, (St. Peters- 
burg) 

Automobile Club of Roumania, (Bucha- 
rest) 

International Automobile Racing As- 
sociation of Cuba, (Havana) 

Magyar Automobile Club, (Budapest) 
Automobile Club of Porto Rico, (San 
Juan) 

Automobile Club of Canada, (Montreal) 
Automobile Club of Denmark, (Copen- 
hagen) 

Royal Automobile Club of Spain, 
(Madrid) 

and vice versa. 
Members ot this club may procure 
from the secretary a card, which, on 
presentation at the office of the above 
named clubs, will give the member per- 
mission (under certain restrictions) to 
use the premises of those clubs. 

Continued on page 400, column 2 



400 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Continued from page 399, column 1 



Interesting books, beautifully illustra- 
ted, descriptive of European travel by 
motor ear, compiled by well-known au- 
thors, can be secured at the American 
Automobile Association in New York at 
special prices. Circular announcements 
of these publications will be mailed 
upon application to the Secretary. 

THE AUTOMOBILE ASSOCIATION 
OF LONDON. 

By special arrangements the members of 
the American Automobile Association who 
reside permanently out of Great Britain 
become members of the Automobile Associa- 
tion at a subscription of one pound one 
shilling per annum. A form of application 
for membership is given below. There are 
many advantages connected with member- 
ship in this organization: A. A. cyclists patrol 
the roads; A. A. agents repair cars at special 
terms; A. A. signs are found all over England, 
and are illustrated elsewhere. The A. A.- 
Tours Department affords unique facilities 
for transportation of members' cars into or 
through various European countries. There 
are many other advantages. Full particu- 
ars and the A. A. Hand Book can be had by 
addressing the American Automobile Associa- 
tion, 437 Fifth Avenue, New York City. 

To avoid all possibility of mistake in de- 
scription, it is suggested that the applicant's 
visiting card be attached to this form. 
Form of Application for Membership of the 

American Automobile Association. 

To the 

AUTOMOBILE ASSOCIATION 
{Affiliated to the Automobile Association, 
Limited), 
Princes' Buildings, Coventry Street, 
London, W. 
I, the undersigned, being in sympathy with 
the object of the Association, hereby request 
to be enrolled as an Ordinary Member per- 
manently resident out of Great Britain, in 
accordance with the provisions of Rule 40 
and subject to the Rules and Regulations of 
the Association. 

Please send me the Official Badge of the 
Automobile Association, which I undertake 
not to lend, sell or sublet to any person, and 
to return at any time my membership ceases, for 
which I enclose — 

(Banker's order form below.) 

(1) My Subscription for the ensuing Finan- 
cial year (ending April 30th) .... £1 1,0 

(2) Fee for the use during term of mem- 
bership of Car Badges at the rate of 
5s. each 



It is understood and agreed that no property 
or interest in the said Badges, other than that 
of the right to use the same during member- 
ship, shall vest in or pass to me, and that 
the same are to be returned to the Associa- 
tion on my ceasing to be a Member. 

Name 

Temporary Address in Great Britain 

Membership No. A. A. A 

Continued on page 401, column 1 



Continued from page 399, column 2 

THE AUTOMOBILE CLUB OF AMERICA 

bureau of tours. 
54th St. West of Broadway, New York. 

The following data ars essential in order to 
procure tryptiques for the various European 
countries: 

Countries to be visited: 

1. Name of maker 

2. Model (year) 

3. Style (touring car, limousine, runabout, 

etc.) 

4. Color of body 

5. Number of chassis 

6. Color of chassis 

7. Color of wheels' 

8. Kind of tires (Continental, Samson, etc.) 

9. Number of seats (places") 

10. Kind and color of upholstery inside 

11. Weight 

12. Value 

13. Number of motor 

14. Fuel or motive power 

15. Number of cylinders 

16. Horse-power 

17. Bore of cylinders (this is necessary for 

Austria only) 

18. Owner's name and address 

The following books are sold by the Tour 
Department of The Automobile Club of 
America: 

FOREIGN MAPS, GUIDE BOOKS, ETC . 

MISCELLANEOUS 

Price 

A. C. A. European Itinerary Map $1 . 00 

Motor Tours Abroad in Winter and 

Spring 1 . 50 

The Car Continental Touring Guide 3 . 50 

McMurtry's Map of Central Europe. ... 1.50 
Bartholomew's Map of Central Europe 1 . 50 
London to the Riviera . 50 

ENGLAND 

Contour Road Book of England 1 . 90 

Montagu's Maps of England (11 sections) 

per section 1 . 00 

Bacon's Maps of England and Wales 

per section . 60 

Bartholomew's Sectional Maps of Eng- 
land, per section . 85 

Bartholomew's Map of the British Isles. . 1 . 75 

The Car Road Book and Guide 5 . 00 

Motor Trips from London at a Glance ... . 50 
Bartholomew's Map of London and En- 
virons . 85 

Foreign Handbook of the Motor Union 

of England 0.75 

Legal Handbook of the Motor Union of 

England 0.45 

Set in Silver 1 . 20 

Motor Mileage Map of England and 

Wales 4.00 

SCOTLAND 

Montagu's Road Maps of Scotland, per 

section 1 . 00 

Johnstone's Map of Scotland 1.75 

Contour Road Book of Scotland 0.85 

IRELAND 

Bartholomew's Map of Ireland 0.85 

Bartholomew's Road Maps of Ireland 

(7 sections) per section . 85 

Continued on page 401, column 2 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



401' 



Continued from page 400, column 1 

Permanent Address abroad 

Date Reg. No. of Car 

Please state whether white metal or brass 
Badges are required. 

If a clip for attachment of the Badge to 
the Radiator Neck is required, kindly give 
measurements. 

Reciprocal membership arrangements also 
exist with the Touring Club of France, and 
the Motor Union of Great Britain and Ireland, 
Touring Club of Italiano and the Touring 
Club of Suisse, whereby these organizations 
extend special courtesies, and their touring 
information is available upon presentation 
of their A. A. A. membership cards. 

International League of Touring 

Associations 

The A. A. A. is the representative in the 
United States of America of the Ligue Inter- 
nationale des Associations Touristes (Inter- 
national League of Touring Associations). 
This League is now one of the largest and 
most powerful non-political federations in the 
world, with a steadily increasing member- 
ship which already numbers considerably 
over half a million. The objects of the 
League are the safeguarding in all countries 
of the interests of the motor tourist. Since 
the various National Automobile Associations 
united their forces in an international league 
their combined power has been brought to 
bear with much greater effect on the govern- 
ment of the different countries, especially as 
regards international touring. 



One of the most valuable books 
which the automobile traveler, can 
have is ''Stevens' Motor Routes in 
France," which is sold in this coun- 
try at $1.25. The information con- 
veyed is very clear. We quote quite 
extensively from this book as follows 
relative to customs, circulation per- 
mits and driving licenses, rules of the 
road, notices and sign posts, the trans- 
port of motor cars by rail and sea, the 
transport of motor cars in France, a 
short glossary of English and French 
phrases and terms used by automobil- 
ists, tables of kilometers and miles and 
miscellaneous notes. 

PERMITS 

A French permit to run an automo- 
bile in France is reproduced elsewhere. 
The photograph, which should be pro- 
vided, should measure 1% inches in 
height and should be 1% inches wide. 
A number of these photographs should 
be procured before leaving home, as 
they will be found very useful for use 
on circular tour tickets. There is also 
reproduced a license to drive a motor 
car or motor cycle in Great Britain. 



Continued from page 400, column 2 

Contour Road Book of Ireland (Gall & 

Inglis) $0 . 85 

Mecredy's Maps of Ireland in five sec- 
tions, per section . 75 

Mecredy's Road Map of Ireland . 50 

Mecredy's Road Book of Ireland . 60 

FRANCE 

Taride's Maps of France, per section. . . .85 

Taride's Maps of France (on paper) . 50 

Taride's Guide to France. 1.75 

De Dion Bouton Maps of France (4 in 

set), set 2.50 

Annuaire de Route of the Auto. Club of 

France 1.00 

Sur Route, Atlas Guide de Poche 1 .00 

Automobilia, Motor Roads in France. . . 5 . 50 
Touring Club of France Map of the 

Esterel (on paper) 1.00 

Touring Club of France Annuaire, 

France North . 50 

Touring Club of - France Annuaire, 

France South . 50 

Touring Club of France, Foreign Coun- 
tries. Vol. 1 . 60 

Touring Club of France, Foreign Coun- 
tries. Vol. II . 60 

Touring Club of France, Excursions and 

Voyages : . 60 

Michelin Guide Book of France . 75 

BELGIUM AND HOLLAND 

Taride's Maps of Belgium, per section ... . 85 
Touring Club Map of Belgium (on linen) . 75 
Touring Club of Belgium Map on paper... . 40 
Touring Club of Belgium Manual for the 

Tourist 0.25 

Touring Club of Belgium Annuaire 0.23 

Netherlands Map (on linen), of Nether- 
lands Auto. Club 2 . 00 

GERMANY 

Taride's Maps of Germany (3 sections), 

per section . 85 

Continental Road Atlas of Germany. ... 2 .00 

Continental Guide Book of Germany . 75 

Mittelbach's Strip Maps of Germany .... . 75 

SWITZERLAND 

Taride's Map of Switzerland 1 .00 

La Suisse Guide de l'Automobiliste (A. 
C. of Switzerland) 2 . 00 

ITALY 

Taride's Sectional Maps of Italy, per 

section . 85 

Touring Club of Italy maps 0.35 

SPAIN 

Spanish Auto. Club Official Guide 2 . 25 

Taride's Map of Portugal and Spain.. . . 1 .00 

AUSTRIA 

Touring Club of Austria Map .85 

Austria Auto. Hand Book 1 . 75 

Dalmatia Bosnia Map 1 .50 

Motoring in the Balkans, Along the 

Highways of Dalmatia, Etc 2.75 

SWEDEN 

Swedish Auto. Club's Guide to Sweden . . 2 . 00 

ALGIERS AND TUNIS 

Map of Algiers (3 to a set) set 7. 50 

Map of Tunis 1-50 

INDIA 

Motoring in India 2.00 



402 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



CARRYING AUTOMOBILES ABROAD 



Automobiles are not carried on ex- 
press steamers, and none of the trans- 
Atlantic lines carry them uncrated. Ar- 
rangements may be made through the 
American Express Company, or special 
agents of the steamship companies, for 
crating cars on the steamship dock. This 
saves cartage charges, and possible in- 
jury by drayage. It also leaves the car 
available for use until the day prior to 
sailing, as it may be delivered for box- 
ing in the morning of the day previous to de- 
parture. 




BOXING THE AUTO 



The crates are built in such a manner 
that they may be taken apart on arri- 
val abroad, and vised again for the re- 
turn shipment, unless the car is to be 
returned from a different port, in which 
case it may prove more economical to 
build a new crate than to ship the old 
box to another port. This information 
will be supplied by the shipping agent. 

Boxing is unnecessary between ports 
in Europe. 

Insukance. 

It is always desirable "to cover" an 
automobile with insurance while in 
transit. "All risk insurance" covers 
against anv damage whatsoever, provi- 
ded the policy is $25.00 or over, from 
the time the car is received until its 
delivery to owner. It is also advisable 
for owners to protect themselves by in- 



surance against accidents, injury to 
others, and employers' liability in re- 
spect to chauffeurs. 

AMERICAN EXPRESS COMPANY. 

Foreign Department. 
New York, 65 Broadway. 
Chicago, 111., 72 Monroe Street. 
Boston, Mass. , 43 Franklin Street. 
(When writing American Express Com- 
pany for information about your trip 
abroad, kindly fill in a similar blank and 
enclose with your letter.) 

Make of Automobile 

Is it of U. S. or Foreign Make 

Style of Car 

Number of Passengers Carried 

Dimensions of Car : 

Length over all 

Greatest height 

Greatest width 

Weight of Car 

Do you want Insurance 

How much $ 

What kind of Insurance — "Ordinary Ma- 
rine Risk" or "All Risk" 

Where do you want to send car 

When can you give car to us for Ship- 
ment 

When do you want car at destination 

Name 

Address 



Rules of the Road. 
If driving in a country where the 
rule is to keep to the right, remember 
to place the tail-lamp on the left side, 
and vice-versa. 

Caution. 
Always carefully inspect your ma- 
chine, oil and gasoline before leaving 
garage. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



403 



my car are, 



How to Ship an Automobile Abroad 

BY THE NOKTH GERMAN LLOYD. 

In shipping an automobile it is essen- 
tial to give the following information : 

Passenger's name. 

Per S.^S. sailing. 

Ship car to. 

Chauffeur's name. 

Make Bills of Lading in name of. 

Consign car to. 

Value of the car for IT. S. Custom 
House clearance $ 

Insure automobile against marine risk 
for $ 

The make of my car is. 

The motor number is. 

The chassis number is. 

The measurements of 
length ; width ; height. 

The weight of my car is lbs. 

(If a foreign car, please fill in the 
following, too) : 

The car was imported on S. S. 

Custom House entry was effected by 
Entry No. 

All charges are to be paid at. 

Please state if car is to be returned 
to the United States. 

In shipping automobiles that are 
boxed from inland points of the United 
States same should be consigned 

Passenger's name. 

Port of shipment. 

Care of Oelrichs & Co., Forwarding 
Department, 

5 Greenwich Street, New York. 

Sending shipping instructions and 
railroad bill of lading to the company's 
forwarding department. 

Triptiques. 

Triptiques, or permits for temporary 
importation of cars, are the favorite 
means employed by motorists for pass- 
ing the Customs. A triptique avoids the 
troxible either of finding a guarantor or 
of paying a deposit at the Custom 
House, and does away with the long 
and tedious Customs formalities, es- 
pecially when leaving a country and re- 
quiring refund of duty deposited. Cus- 
toms Houses at small frontier points are 
frequently unable to reimburse the auto- 
mobilist at time he leaves the country, 
and he is also liable to detention at 
night and on Sundays and holidays, 
when officials prepared to receive or pay 
cash are not on duty. With a triptique, 
however, he can pass readily on 
any day and at any hour by simply hav- 
ing his papers promptly viseed or en- 
dorsed. It also avoids the necessity of 
carrying large sums of money and loss 
on exchange. A triptique consists of 
three sheets : a Counterfoil, an Entry 
Permit, and a Departure Permit. 

(a) Counterfoil. — This contains vari- 
ous particulars by means of which the 
car may be identified, and it should 
therefore be retained by the owner. It 
must be endorsed by the Customs, both 
when entering and when leaving the 
country, and should finally be presented 
to the club which issued the triptique, 



where the amount deposited will be re- 
funded. 

(&) Entry Permit. — On entering a 
country, the receiving Customs officer 
checks the description of the car, fills 
in the first part of the Counterfoil, 
stamps and detaches the Entry Permit, 
which he keeps. 

(c) Departure Permit. — On leaving 
the country the description of the car 
is again checked, the Counterfoil is 
stamped and filled in, and the departure 
form is detached and forwarded, with- 
out delay, to the office which recorded 
the car's arrival. 

The triptique should be endorsed 
every time the frontier is crossed. 




Swinging a Touring Car on board at 
Folkestone 

When the tourist finally leaves' the 
country, he must see that the Departure 
Permit is detached by the Customs. 

Triptiques are obtainable on applica- 
tion by members of the Royal Automo- 
bile Club, the Automobile Association, 
the Motor Union, and are also issued by 
certain automobile clubs on the Conti- 
nent, in which membership may be ob- 
tained. The dues and fees are very 
small. For instance, the dues of the 
Touring Club de France are about $1.20 
U. S. money per year, or $25.00 for life 
membership. The Automobile Club of 
America also issues Triptiques. 

To obtain a triptique the following 
particulars must be given : 



101 



SCIENTIFIC ;IMKIUCAN HANDBOOK OF TKAVKL 



(a) Kind of car ( whci her racing or 
otherwise), manufacturer'! number and 
i pads mark. 

(h) Make and number of engine. 

(D Style of body, seating accommoda 
tlon, description of Interior fittings, up- 
holstery, etc. 

i<i) Color of car :iii«i any special teal 
ures. 

i c) ii 'eight and i alue of I he car. a 
photograph of the car must !)<• attached 
lo I be i ripi ique. 

if) Five unmounted photos of chauf 
feur, I '/i in. by % In. 

Trlptlques are valid In France, Ger 
many, Austria, Belgium, Holland, Swit- 
zerland, Italy, Spain und Luxemburg. 

The approximate amounl of deposit 
required on b I to 7 passenger car In 
different countries Is as follows: 

France, $6.50 per 100 IbSn available 
for one pear; Germany and Luxemburg, 
$2.45 per LOO lbs., available for one 
year; Holland, - r > per cenl of declared 
value, available for one year; Belgium, 
L2 per cenl of declared value, available 
io gist of December of year of Issue; 
Italy, in Pull 8120, available for three 
months Prom date of Importation: Swit- 
zerland, 84.50 per L00 lbs., available for 
si\ inoni be from date of enl ry. 

TRANSPORT OF MOTOR-CARS BY 
SEA AND RAIL 

Boulogne Folkestone i;<>i th 

Folkestone Boulogne being the favorite 
route lor motorists coming from England, it. 
[a placed first. 

Cars are conveyed I'y the South Eastern 
and Chatham Railway Company's passenger 
steamers daily (Sundays included). The 
departures are as follows: 

Folkestone (dep.) 1 1 .55 a.m. 

Boulogne (arr.) . . . 1 .45 p.m. 



Boulogne (dep.) 12 (noon) 

Folkestone (arr.). . . 1 ,35 p.m. 



1 ID P.M. 

5 45 p.m. 

7 10 P.M. 

8 lo P.M. 



I :.ilcs for Motor-Cars 

£ x. tl 
I ..I oars of normal size at Owner's 

ri.sk " 1 

For Cars of normal size at, < !ompany's 
risk 5 5 

Cars for shipment by the 1 1 ,55 a.m. boat 
from Folkestone must be on the quay at L0.30 

A.M. 

Cars for shipment by the 4.10 p.m. boat 
from Folkestone must- be on the quay at 
2 p.m. 

Cars for shipment by the noon boat from 
Boulogne must, !«■ at the South Eastern and 
Chatham Railway Company's office (Gars 
Maritime) not later than L0.80 a.m.; and by 
5 p.m. for shipment by the 7. LO p.m. boat, 

In all cases it, is advisable to sprite as long 
beforehand as possible giving notice! of in ten 

lion to ihlp. 

('.•us landed at Boulogne from Folkestone 
are cleared through Customs at once, week* 
days and Sundays alike. 

Both at Folkestone and at Boulogne cars 
are run on to special stages and lowered on to 
the boats by cranes, 

Heavy luggage must be removed from the 
oars to Be registered, but band-bags and light 
articles may be left in the car. 



SOUTHAMPTON TO HAVRE 

SOUTHAMPTON TO CHERBOURG 

SOUTHAMPTON TO ST. MALO 

By the London and South Western Rail' 

w;iv ( lompany's steamers: 

£ 

For oars not exceeding I ton 2 

For oars oot exceeding 25 cwt 'A 

For oars not exceeding 80 cwt :i 

For cars not exceeding 2 tons 4 

Cars for shipment to Havre or Cherbourg 
must, be alongside the bout, (which sails at 

midnight) not Inter than IO P.M.. and those 

for St. Malo (a tidal service) one hour before 

advertised sailing. At least twelve hours' 
notice should be given of intention to ship, 



e. 


</. 


7 


8 








in 


(i 





ii 



MILUACK TABLES. 



The following table of kilometers and miles will be found of some service while traveling 
abroad. 



Km. 


Miles 


Km 


Miles 


Miles 


Km. 


Miles 


Km. 


1 


0.021 


17 


10 . 558 


1 


1 ,609 


17 


27.37 


2 


i ,242 


is 


11. 170 


2 


8.219 


IS 


28 08 


8 


l . 863 


19 


11 soo 


3 


■l . 828 


19 


30.59 


•i 


2.484 


20 


12 ,421 


4 


6.437 


20 


:*2 . 20 


5 


8.X05 


30 


18.83 


5 


8.047 


30 


48.28 


6 


8.728 


in 
50 


24.84 


6 


9.860 


40 


64 . 37 


7 


i ,847 


31 06 


7 


1 1 27 


50 


SO. 47 


8 


4.068 


00 


M . 28 


s 


L2.87 


60 


96.56 


'.i 


5.89 


70 


43.47 


9 


n 48 


70 


112.65 


10 


6.21 


80 


49 68 


10 


L6.09 


80 


128.75 


M 


6.831 


90 


55.89 


ii 


17.70 


90 


144 SI 


L2 


7.453 


100 


62.06 


12 


L9.31 


LOO 


169.93 


L8 


8.074 


200 


1 24 . 2 


L3 


20.02 


200 


:<21.86 


i i 


8,895 


800 


iso.:{ 


14 


22 . 53 


300 


182.79 


15 


£318 


100 


24 S. 4 


15 


24 1 8 


100 


04)1.72 


10 


9.987 


500 

1 


310.5 


16 


25.70 


500 


804.66 






SCIENTIFIC AMUIUCAN HANDl'.ooK 01 TRAVEC 



40: 



togethei with <in- following particular*: 
(I.) weight of oar; (2) measurement; (3) 
whether or not the oai it fitted with •■•■ fixed 
canopy i»i cub utluchrnont, 

The landing and shipping at Havre and 
Cherbourg depend upon 1 1 • ' - Htato of the tide 

Driving licensi foi France can be obtained 
n t either oi 'the three poi ts, 

Motorists returning from Franco axe . • « i 
vi Ned to communicate wild the London and 
South Western Railway Company's Agent 
;ii, the port at which they will embarlt 

NEWHAVEN DIEPPE ElOUTE 
Motoi < ,11.1, when accompanied by the 
owners <>> theii representatives, can be 
■hipped; wouther and othei circumstances 

I permitting, <<n the puHHcn«ci bouts sailing 
letween Newhaven ''"''I Dieppe Foi further 
particulars write 01 telephone (Wettmin tei 
H7'\> to the Continental Manager, London 
Brighton and South Coast Railway, Victoria 
Station, s, W , stating date oi proposed 
lourney, weight "i carj and whether It i ; < 
'i< [red i" > "■ by the flay <>> night pa i< " 
ft 1 boat 

Knit*, The rates for the conveyance of 
accompanied motoi oars from Newhaven i<> 
Dieppe and vice, verna arc as follows 

Per Car, 

r » d, 

(\) Motor-cars with wheel-base / 8 10 

less than 6 ft 4 in .12 10 0+ 

'.'/ Motoi oars with wheel base 6 \ 4 '■> 

ft. 4 in. </> « ft. 1 In... 1 3 0* 

<:•,) Motor-cars with wheel bate 8 / . r , 

ft i In to 10 ft. 4 in... 1 .'. 10 0+ 

fit) Motoi cart with wheel bate / 5 10 

exceeding 10 ft. 4 in \ 4 0* 

"At Owner' risk, 

The only additional charges are for French 
government Stamp, &c, at follows New- 
haven to Dieppe, i«.; Dieppe to Newhuvon. 
I«. lid 

Cart foi shipment at Newhaven by the 
piatsengoi boats should reach the port at 
.e:i .1, one and a half hours befon Ui<- time 
Bxed foi the departure of the boats, A 1, 
Dieppe, cars foi ihipment by the '/"// passi n 
v 1 boat ihould alio reach the port at least 
0111 and a hall hours prior to the bom oi 
Sailing; ii for shipment by Hm- >n<//ti, pu en 
Ker boats, cart can be accepted up to midnight 
H accompanied by a triptique 01 deposit 
toucher, but failing the pos 1 ion "I either 
.,1 these documents, they should reach Dieppe 

bv 0.0 P.M. 

Day Night 

Pai engor Pa *cnger 
Newhaven Harbor Bout Bout 

dep. 1 1 .80 a m. lo.2. r , j'.M . 

Dieppe Ma 1 itime 

(about) an •'''. i-.m. 2.30 a.m 

Dieppe Maritime dep 1 34 p.m 1,25 a.m. 
Newhaven Hai boi 
(about) ■" ' '■< f M . r ». a.m . 

I'll' <',AH<;<> S'l I'iAMI'.ll 

Motoi can are al hipped by cargo boats 
which sail rn undei 

Newhaven to Dieppe every weel night, 
There 1 no cargo bout on Hunday nighl 

Dieppe to Newhaven on the night ol Mon 
day, Tuesday, Wednesday, Thui day and 



E 



Friday, and on the afternoon oi lunda , 
1 here are no 1 argo boa 1 from 1 >ieppo on 
Saturday or Sunday nights, 

Ratei, The rates foi the conveyance oi 
motor-cars when not accompanied from N.-w 
haven to D'oppe and vice verta, poi cargo 
boat, ore at lotiown: 

Company' t /■'* /. 

I' H. d. 

( art weighing up to 5050 I [lot 

01 10 owt \, per car, 

( art weighing abov< 1000 I [lot 

or 40 owt 2 8 2 " ton 

Oil,,,, ';, /.', / 

( !ai 1 weighing up to 1 100 

i [lot '" 28 J owt 3 10 per oai 

( .11 weighing above 1450 

kilos '.- ■■'■■'. owt. 2 8 2 " ton. 

Additional charges foi [< r< nch ( Jo vorn men t 
Stamp, &o.i N<-w haven i.<> Dieppe, 3s W 
Dieppe to Newhaven, 4s ■ >•! 

Cars can be accepted at Newhaven i"i 
conveyance by cargo boat up to 7.0 p m , and 
at Dieppe up to S <> p.m., or up to 10 '1 p.m. 
if accompanied by a trlptique, <.i deposit 
voucher, 




a Noonday Meal In Brit tany 

DOVER CALAIS ROl 1 E 
By the South Eastern and Chatham Rail 
wv/ Company's night cargo boat 1, any night, 
Sundayt except* d 

For cart of normal tize at Owner's ri 1 1 
1 '.1 oar "i normal ize at ( brapan , 

.1 1I1 B 6 

The boats leave according i<< tide, and oai 1 
must be embai ked bofoi 1 dusl 

All communications hould be oddri ■■! 
to the Marine Superintendent, South lOn tern 
and Chatham Railway Dover. "■ at Calais 
t,<> Captain E 11 Blomofleld, uaro Maritime 

'i . leg] arc Dixon, Dover; ••"' , i Blouu fi< Id, 
' .iiii 

I ll.l A I 1,1.1. I . I OHMA'I ll, . ' • ■ 

AUTOMOBILE* ABBOAD 

\\iii , hi mill iiiiiinhi,. These countriet 
are under French control, and French 
OiHtomn laws and road regulations pre 

Villi 

lit, mi \h/<,,ii Roads are good, but 
tome poiniM of Interest <m the Algerian 
d< 'ii < ;i 11 only be visited ;■! ter 1 he 



406 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



middle of March, owing to snow on the 
mountain passes. The roads are splen- 
did after April 1st. 

Roads — Tunisia. — Good roads are few, 
but the country is attractive and offers 
many places of interest to tourists. 

Supplies. — Gasoline and supplies of 
all kinds are obtainable at larger cities 
only. For long trips between distant 
points extra supplies must be carried 
with you or shipped ahead. 

AUSTRIA-HUNGARY. 

Austria-Hungary Customs. — The duty, 
usually exacted in Austrian Gold Coin, 
must be deposited at the Frontier and 
is returnable when the 'car leaves the 
country, provided the stay does not ex- 
ceed three months. 



return of the duty deposited upon en- 
tering (state amount) will be required. 
This will give the officials time to ob 
tain the money. If, however, they are 
not in possession of the amount they 
should be requested to furnish a written 
statement certifying that the car left on 
a certain date, and that the Customs 
duty will be forwarded to a given ad- 
dress later. 

The above remarks do not apply to 
holders of triptique . 

Circulation Permits, Driving Licen- 
ses, Rules of the Road. 

Credentials. — Customs Officials issue 
special permits and supply number 
plates to tourists who produce licenses 







TBF 




BOXCDS FORWARDED BY 



ELBIEHSiCOIOMDDIG DEPI 

:ewVbrk city. 



I 



THE AUTOMOBILE READY FOR THE HOLD 



The Customs deposit amounts to be- 
tween $250 and $350 on ordinary tour- 
ing cars. The exact scale is as follows : 

Up to 4 quintal (880 lbs.) 150 Kron- 
en—say $30 per 100 kgs. (210 lbs.). 

Over 4 quintal but not exceeding 18 
qu. — about 4000 lbs. ; 120 Kronen per 
100 kgs.— say $24.50 per 220 lbs. 

Over 18 quintal but not exceeding 32 
qu. — about 7168 lbs. : 100 Kronen per 
100 kgs. — say $20.50 per 220 lbs. 

When practicable, it is advisable to 
write in advance to the Chief of the 
Customs at the point of departure stat- 
ing that the car will be taken out of 
the country on a certain date, and a 



issued in their own countries. These 
permits are valid for three months. If 
this period is exceeded the car and the 
driver must be examined by government 
officials. 

If you have no certificate of capacity, 
lose no time in asking for an examination 
and a certificate as to your competence. 
If this is not done within a fortnight 
after your arrival, complications may 
be expected. 

On crossing the frontier, and satisfy- 
ing the authorities of your automobiling 
capabilities, you will receive a letter 
"Z"' in red color, which will have to be 
carried conspicuously on the machine. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



401 



S'ammblatt, 



K.aiss»i<?her Automobi 


-Club 


.<_../ 






Eimrttlfl-. trrmcfi. 


i 






i. S 










l 


i J 


-- 1 



Austrittsblatt 

Kaiseriicher Automobii-Club 



Eintritisblatt. 



Au«trttt;sbe*clie!nlguug. 







Stub 



Departing Coupon 
GERMAN TRIPTIQUE 



Entering Coupon 



C. 



AUTOMOBILE CLUB D'AMERIQUE. 

New YORK. U. S A. 
54th Scratt WMt <n Broaaaij. 



S&tiche I contarver pax k UtuUlrr. 



f elalare ■ Ftrtt - Ctton : 



G*W*/ [Kg. rh7,a. 

Drrt* 4 " Ml rM 4 * p«M t 

Hflrrlfflrr £ii/uAnoU 1 Ft. 

Xfeno drpouuto i 



• A - 3di**it kvmtrviiieri *V* , 



© 




Stub 



B. 

SORTIfi 



AUTOMOBILE CLUB D'AMERIQUE, 

NEW VORK, U. S. A.. 
5<th Street W«»t of Broadway 



Bulletin d< coot role 




Z>rr Inkabtr. D TOotoe , 



Coaetau U wnH «e Sakie U 

Omlufvkr ,mi d*r SlMi 




{r 



Departing Coupon 
SWISS TRIPTIQUE 



A. 

ENTREE 



if 



AUTOMOBILE CLUB D'AMERIQUE, 

NEW VORK. U. S A.. 
Seta Street Weat <X Beoaavay. 



■iilmlan M east] 
VOLWT* | 



T^'ii£*" ■" *y. * 2157 

- AMsamu n> i — tessera *• i 



place*-. N*4eM 
~pW&t\ Mirage - 
U) Force: 



tlet.re - FerW - Ceeeee -. 



le T t —J ia iipMI I 

•"IrftrrEim/mkraitt |F 



taaorreUea cs SaUae. 



- e>- 1 7~r*/»*rf/viirt/ 




aa'ea aClactaaai te aepOt 



Entering Coupon 



408 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



On leaving the country, you will be ex- 
pected to return the red letter "Z" and 
any other marque de reconnaissance 
which you have received. 

Lights. — Sufficient number required to 
give light on approach of the machine. 
Colored lanterns are not allowed. 

Horn. — Required, and must be used 
during fogs. 

Rules of the Road. — The general rule 
is to keep to the left and pass to the 
right, but this is reversed in the provin- 
ces of Tyrol, Carinthia, Istria, Carniola 
(Kroin) and Dalmatia, where the rule 
obtains to keep to the left and pass to 
the right. Never pass vehicles on 
bridges. Keep in line. 



aces, or the buildings and ports apper- 
taining to the palaces. 

Side Trips — Dalmatia. — Dalmatia is 
governed by the laws and road regula- 
tions of Austria. This quaint and in- 
teresting country on the borders of the 
Adriatic is now being penetrated by ad- 
venturous automobilists with high pow- 
er cars. The roads of the district are 
generally good, but the grades are very 
steep, since the country is broken and 
mountainous. Gasoline is difficult to ob- 
tain, and persons visiting that country 
should arrange to carry an extra sup- 
ply to cover long distances between prin- 
cipal points. 




THE AUTOMOBILE DOES AWAY WITH HOTELS AT TIMES 



Speed. — The speed limit is fixed at 15 
kilometers (10 miles) per hour in 
towns, to be reduced to 6 kilometers (4 
miles) per hour in crowded thorough- 
fares or during fog. 

On country roads a speed of 45 kilo- 
meters (30 miles) is permitted. 

When an automobile causes fear to 
animals, slow down, and if mecessary, 
stop. 

Roads. — The roads, with the excep- 
tion of some of the main routes, are 
poor and the existence of open gutters 
across the roads presents special dan- 
ger to motorists. These gutters are 
more numerous in the mountain dis- 
tricts, and they are sometimes 18 inches 
to 2 feet deep. 

In Vienna, automobiles are not al- 
lowed at any time near the Imperial pal- 



BELGIUM. 

Customs. 

Duty is 12 per cent ad valorem, re- 
funded in full, within six months, at 
whatever Customs frontier or port the 
car leaves the country. 
. Motorists are advised to give a true 
description of their car, as the Belgium 
Customs have the right to purchase the 
vehicle at its declared value. 

Taxes on automobiles vary according 
to the province as follows : 

Brabant. — 20 francs per annum for 
400 kilos and under, 50 francs over that 
weight. 

Flandre Orientale. — 15 francs per an- 
num and per wheel, reduced one-half 
after July 1. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



409 



Hainaut. — No tax imposed for visi- 
tors of 30 days only. Otherwise 50 
francs per annum (three seats), and 80 
francs for more than three seats. 

Liege. — Three months is deemed resi- 
dence, which implies a tax of 75 francs 
for foui;, seats and over, and 60 francs 
for less. After the first three months 
of the year, taxes are reduced one-half. 

Limbourg. — Three months constitutes 
residence, and the tax is 20 francs per 
automobile per annum. 

Namur. — 50 francs per annum after 
thirty days' sojourn. 

CIRCULATING PERMITS, DRIVING LICEN- 
SES., and Rules of the Road. 

Credentials. — No driving license is re- 
quired, but it is advisable to carry the 
driving license issued in the United 
States. 

Driver. — Must be over sixteen years 
of age. 

Lights. — One front and one rear light. 
Headlights are forbidden in towns and 
villages. 




PREPARING FOR A SPREAD 

Horn. — Horn or large bell to be heard 
at least at 50 meters, must be carried. 
Sirens and whistles are only allowed in 
the open country. During time of ice 
and snow, bells or other constant warn- 
ing must announce approach. 

Metal Plates. — One plate bearing se- 
rial license number must be fixed in 
front of the car, and the number also 
painted at the rear, the latter to be 
lighted at night by convergent lights. 
These plates are obtainable at cost from 
the Belgian authorities. 

Rules of the Road. — Keep to the 
right, pass on the left. 

Speed. — In country districts 30 kilo- 
meters (20 miles). In towns, 10 kilo- 
meters (6% miles). Special regulations 
are in force in certain towns. In 
crowds the speed of a man walking is 
enjoined, and vehicles must go in sin- 
gle file. 

Roads. — Are generally good and sign- 
posts numerous. 

Touring Club of Belgium.— At Brus- 
sels: Automobile Club de Belgique, Ho- 
tel du Globe, Place Royale, Brussels. 



At Antwerp: Automobile Club Anver- 
sois, 40 Grand Place. 

Side Trips. — Connection with the 
British Isles can be made by steamer 
from Ostend to Dover ; from Bruges 
(Zeebrugge) to Hull ; from Antwerp to 
Harwich, Grimsby, Manchester, New- 
castle-on-Tyne, Southampton, Liverpool, 
Glasgow, Dublin or Belfast. 

BRITISH ISLES. 

Customs. 
No duty deposit is required. 
Taxes for registration are as follows : 

Registration of car £1.0.0 

Driver 5.0 

Owner 5.0 

Inland revenue tax on cars over 

2240 lbs 4.4.0 

Inland revenue tax on cars over 

4480 lbs 5.5.0 

Tax for employing male (chauf- 
feur) servant 15.0 

Total £6.9.0=$31.60 
or £7.10.0=^36.75 

Circulation Permits, Driving Licen- 
ses and Rules of the Road. 

Credentials. — It is advisable to have 
with you your driver's license issued in 
the United States. Automobiles must be 
registered with the council of a county 
or county borough, and a license to 
drive is required. Application blanks 
for driver's license and registration of 
car may be obtained before leaving the 
United States, and may be sent on ahead 
so that licenses will be ready on arrival 
in Great Britain. 

Driver. — Must be over seventeen years 
of age. 

Lights. — A white light in front and 
red light in the rear are required : the 
former must be placed to the extreme 
right of the machine so as to be free 
from all obstruction to the light. 

' Horn. — Loud sounding signal horn or 
bell. 

Number Plates. — Two, one in front 
and one in rear. The weight of ma- 
chine must be indicated conspicuously if 
in excess of fifteen hundredweight. 

Brakes. — Two brakes are required, 
acting independently and in good work- 
ing order, and of such efficiency that the 
application of either to the automobile 
shall cause two of its wheels on the 
same axle to be so held that the wheels 
shall be effectually prevented from re- 
volving, or shall have the same effect 
in stopping the automobile as if such 
wheels were so held. 

Rules of the Road. — Keep to the left, 
pass on right. 

The driver must stop when requested 
by competent authority, by signal (such 
as holding up the hand) or otherwise. 
No neglectful or wilful obstruction of 
the road, is allowed. 

Speed. — Limited to 20 miles an hour 
as a maximum, but vehicles weighing 
over two tons ought not to approach 
that speed. 



410 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



TRANSPORT OF MOTOR-CARS BY RAIL IN FRANCE 

Cars are classified according to empatement or the distance between the axle of the front 
wheels and that of the rear wheels. They are divided into six categories, of which the follow- 
ing three relate to ordinary touring-cars: (A) Ordinary passenger- cars with four wheels and 
exceeding 2m. 60 between axles. (B) Ordinary passenger-ears measuring between axles from 
2m to 2m. 60. (C) Ordinary passenger-cars measuring between axles less than 2m. The old 
and more expensive tariff being still in existence, motorists should always stipulate for the 
new one, and the cheapest route. This tariff is known as the Tarif Special Commun, G.V. No. 
128 and P. V. No. 128. The following are the rates: 



By Past Train (Grande Vitesse) 
Tarif Special Commun G.V.— 128.) 



Distances. 


A. 


B. 


C. 


Kil. 


Francs. 


Francs. 


Francs. 


100 


50 


45 


40 


200 


97 


87 


77 


300 


141 


126 


111 


400 


181 


161 


141 


500 


217 


192 


167 


600 


249 


218 


187 


700 


277 


242 


207 


800 


301 


262 


223 


900 


321 


278 


235 


1000 


337 


290 


245 


1100 


349 


300 


253 


1200 


359 


308 


259 


1300 


367 


314 


265 


1400 


375 


320 


271 


1500 


383 

t 


326 


277 



By Goods Train (Petite Vitesse) 
(Tarif Special Commun P.V.— 128.) 



Distances. 


A. 


B. 


C. 


Kil. 


Francs. 


Francs. 


Francs. 


100 


30 


28 


25 


200 


56 • 


32 


48 


300 


81 


75 


69 


400 


104 


96 


87 


500 


1*5 


115 


102 


600 


144 


132 


112 


700 


161 


147 


122 


800 


176 


160 


132 


900 


189 


171 


141 


1000 


200 


180 


148 


1100 


210 


188 


154 


1200 


215 


192 


157 


1300 


220 


196 


160 


1400 


225 


200 


163 


1500 


230 


204 


166 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



411 



In certain districts where conspicuous 
notices are exhibited, the speed must be 
limited to 10 miles an hour or as indi- 
cated on the notices. 

Roads. — Are generally good, and sign 
posts are numerous. A few roads are 
closed to automobiles. This is frequent- 
ly the case in Scotland. 

Automobile Association. — Automobil- 
ists will find it an advantage to join 
the Automobile Association, whose head- 
quarters are in Coventry Street, Lon- 
don, W. This association has road agents 
on the chief routes in Great Britain 
wTio can render valuable assistance to 
members. 




Fa. 5.9.4.7,4. 

COUNTY OP LONDON. 



icence to drive a MOTOR 
CAT* MOTOR CYCLE. 



is hereby licensed to drive a Motor Car 
or Motor Cycle for a period S^ftwelve 

months from the <?^~fi. day of, 

..._ M^Y. , 190.9., until the 



&2 

inclusive. 



Say of. 



May 



.191.0, 



- / 



County Hall, 

Spring Gardens, 
S.W. 

s:0. 81-10,000 28.4.W. 



{piuy Authorised 0fficer. 



Motor Car Sign Posts. 

Under Section 10 of the Motor Car 
Act, 1903, County and Borough Coun- 
cils are authorized to erect and main- 
tain the following sign posts denoting 
special speed limits, dangerous corners, 
cross roads, and precipitous places : 

I. — For 10 miles or lower limit of 
speed, a white ring, 18 inches in dia- 
meter, with plate below, giving the limit 
in figures. 

II. — For prohibition, a solid red disc, 
18 inches in diameter. 

III. — For caution (dangerous corners, 
cross roads, or precipitous places), a 



Elite 3Lf«nc$ fa tyxtty tenefoeU so as 
to be in force for a period of twelve- 
months from the . day/of 

-,..... .......191 , until the 

,- day of;. • - 191-... 

inclusive. 

Duly Authorised Officer. 

&{}is 3£{«n« is jjevefio rtiufarti sojis 

to be in force for a period of tweivie 

months from the: day of 

;.191...... ; until the 

.....day of..., ~ 191--* 

inclusive. 



JDyJy Authorised Officer. 



MOTOR LICENSE FOR GREAT BRITAIN 



Motor Union. — 1 Albemarle Street, 
London, Rees Jeffreys, Secretary. 

Membership in either of the before- 
mentioned organizations, at one-half the 
regular subscription, can be arranged 
through the American Automobile As- 
sociation, New York or American Ex- 
press Company, London. 

Side Trips. — Connection with Ireland 
can be made by steamer from Holy- 
head and Liverpool to Dublin ; to the 
Isle of Man from Liverpool : to France 
via Dover-Calais, Folkestone-Boulogne, 
Newhaven-Dieppe or Southampton-Ha- 
vre. There are also regular steamers to 
Holland, Belgium, Denmark, Germany 
and Norway. 



hollow red equilateral triangle, with 
18-inch sides. 

IV. — All other notices under the act 
to be on diamond-shaped boards. 

All such notices should be placed on 
the near side of the road facing the ap- 
proaching driver. See cuts page 414. 



Roads. 
The roads in Northern and Central 
Europe are kept in splendid repair by a 
large force of caretakers. The Touring 
Club of France has a fund for the bene- 
fit of disabled road makers, and it is a 
graceful act to make a contribution to 
this fund. 



412 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



ROYAL AUTOMOBILE CLUB. 
TOURING DEPARTMENT. 



Cara should bs taken to supply full and accurate information in every particular, otherwise delay 
will be caused for which ths Council will not be responsible. The footnotes should be studied 
before filling up the form. 

Form 1. 

{This form when filled up should be addressed to " The Clerk of the London County Council, County Hall, 

Svrinq Gardens, S. W."~\ „ w 

kj F ,, v « • • j Registered No. 



WSIlpHo. 
jStecelpl No. 



Eontron Countg Council. 



MOTOR CAR ACTS. 



Particulars to be given by Applicant for 

REGISTRATION OF A MOTOR OAR 

(Not being a Motor Cycle). 

The statutory fee of 20b. must be forwarded with the application. The fee should be paid by means of 
cheque or postal order, made payable to . the London County Council, and crossed — " London and Westminster 
Bank to account of London County Council." 



1. Pull name of owner 




2. Postal address of usual residence of 
owner* 




3. Description or type of cart 




4. Type and colour of body of carj 




5. Weight unladen§ 


Tods. 


cwts. 


qn. 


lbs. 


6. Whether intended for — 
(a) Private use, or 
(6) Use for trade purposes, or 
lc) Use as a public conveyance 




7. Particulars as to the positions on the 
back and on the front of the car in 
which it is proposed to place the 
plates forming the identification 
mark|| 











Signature of Owner or 'person \ 
applying on his behalf ) 
Address. 

Date of Application. 



* If the car is not intended to be kept at this address, please state also, if possible, where the car is proposed to be kept. 

t e.g., a 12-h.p. car, or a steam lorry, or electric brougham, with the addition, in each case, of the name of the maker, or 

name by which the type is ordinarily known. 
I e.j., Tonneaubody painted yellow, or dog cart body painted black, picked out with red, or van body painted blue with the 

name of the firm upon it. 
5 Care should be taken to give the exact weight, and in calculating this the weight . of . any water, fuel, or accumulator* used 

for the purpose oi propulsion shall not be ibcludnd. 
( Instead of plates, designs, painted or otherwise, shown upon the motor oar may be used if so desired. 

20038—10000—23.4.09] [S.S./88«0 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



413 



ROYAL AUTOMOBILE CLUB; 
TOURING DEPARTMENT. 
NOTE— This form must only be used by persons who reside in the County of 
London or have no residence in the United Kingdom. 

Care should be taken to supply full and accurate information in every particular, otherwise 
delay will be caused for which the Council will not be responsible. 




Form 8dL. 

Hontron Cfltwtg Council. 



Licence No. 



MOTOR CAR ACTS. 



APPLICATION FOR A LICENCE TO DRIVE. 



The statutory fee of 5s. must be paid by the applicant and this form must be 
Signed by him. The fee can be paid by means of cheque or postal order, made payable to the London 
County Council, and crossed— " London and Westminster Bank to account of London County Council" 



1. Full names of applicant 



2. Postal address of residence of appli- 
cant... ... ... ... 



3. Is the application 

(a) for a licence to drive motor cars 

and motor cycles, or 
(6) for a licence limited to driving 

motor cvcles ? 



4. Is the applicant 

(a) less than seventeen years of age, 

or 

(b) in the case of an application 

limited to driving motor cycles, 
less than fourteen years of age ? 



5. Is the applicant the holder of a licence, 
or has he at any time previously 
been the holder of a licence ? 



6. Particulars of any licence which the 
applicant holds, or which he has 
previously held 



County or County Borough 
Number of Licence ... 
Date of Expiry 



7. Particulars of any endorsement on 
any licence which the applicant 
holds, or which he has previously 
held. (See Sec. 5 on back hereof.) 



8. Has the applicant at any time 
been disqualified for obtaining a 
licence £ If so, particulars as to the 
Court by whom, the date on which, 
and the period for which the disquali- 
fication was imposed. (See over.) 



I declare that the above particulars are true in every respect, and I apply for a licence to be granted to me. 

Signature of Applicant . 

Date of Application 



NOTE.— An application for the gTant or renewal of a licence may be received and dealt with at any time 
within one month before the date on which the grant or renewal of the licence is to take effect. 

19495--100OQ— 22.2.09 S.S./7818 P.T.O. 



414 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



A. A. Village Signs. 

The Automobile Association is plac- 
ing signs on all the most frequented 
routes, giving names of villages, etc., 
and the distances to the nearest hamlets 
in both directions. Lamps are also be- 
ing erected, which are illuminated at 
niffht and give similar information to 
motorists. 




¥=?" 



k* 3 ^; 






Sign Posts 



'HATFIELD 

HITCHIN 14 « 
<6 ST ALBANS 

LONDON 
23 



-cXY // 

\to HASTINGS**// 
27 MILES // 
Wo LONDON 
135 MILES 

Village Signs 



DENMARK. 

Tourists' cars admitted free on decla- 
ration of visit being temporary. The 
authorities demand engine number, 
horsepower and weight of car, and num- 
ber of British driving license. British 
licenses must be produced for stamping. 
Speed limit : 15 kilometers in towns, 
and 30 kilometers in the country. Roads 
good, but upon many of the minor roads 
motoring is not allowed ; supplies plen- 
tiful. Motoring not allowed before sun- 
rise or after sunset. 

EGYPT. 
Circulating Permits, Drivers' Licen- 
ses and Rules of the Road. 

Credentials. — Automobiles must be 
registered at the office of the governor 
or at the Moudirieh, before being driven 
in the streets. The license once acquired 
is valid for the whole of Egypt. 

Hired machines are not exempt from 
severe restrictions as to license to drive. 
Application must be made to the gover- 
nor or to the Moudir, who will deliver 



the certificate, provided the applicant 
can prove, in a practical and technical 
manner, his ability to drive an automo- 
bile. 

Lights. — One in front, and one in the 
rear to show number at night. 

Horn. — Required. 

Plates. — A number is given to each 
holder of a license, and this is indica- 
ted oxi a plaque in front of the auto- 
mobile and one in the rear. 

Rules of the Road. — Keep to the 
right. Drive with great care. In crowds 
or narrow thoroughfares, not greater 
than that of a man walking. In towns 
a maximum speed of 15 kilometers an 
Lour is prescribed. 

FRANCE. 

Customs. 

On landing at a French port, apply at 
once for one of the authorized agents 
to fulfil the necessary Customs formali- 
ties. 

Motorists are warned against touts 
who are to be found at all the ports. 




An Auto Dejeuner 

Motor-cars entering France are sub- 
ject to the following duty : any car of 
European origin : 50 francs per 100 
kilos. America not coming under the 
"most favored nations" clause, Ameri- 
can cars pay a slightly higher rate, as 
follows: 63 frs. 60 per 100 kilos. This 
duty is refunded in full upon surrender 
of the certificate of deposit, at what- 
ever port or frontier Customs the car 
leaves the country, but it must be with- 
in a year from date of entry. 

Motor-cars of French manufacture 
pay no duty on entering France provi- 
ded a passarant is produced. This doc- 
ument is obtainable from the Customs 
officials at the place at which the car 
is first taken out of France, and is valid 
for one year. It cannot be obtained af- 
ter the "car has once left the country. 
A passavant can be renewed provided an 
application is made before the date of 
expiry, but only at the frontier Customs 
at which it was originally issued. 

As regards cars of foreign make, a 
passavant can also bs obtained provided 
the owner of the car is able to prove 
that he has a private residence in 
France. . _ 

Tourists bringing cars into France 
are only allowed to carry two spare 
tires (with inner tubes), or two com- 






SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



415 



plete-tired wheels, free of duty. On all 
tires or wheels in excess of this num- 
ber the full duty is chargeable, viz., 70 
francs per 100 kilogrammes, equivalent 
to 3 pence per lb., and will not be re- 
funded. The number of spare tires and 
wheels should be specified on all Cus- 
toms triptychs. 

Circulation Permits and Driving Li- 
censes in France. 

Motorists intending to tour in France 
should provide themselves with (1) a 
circulation permit for their car and (2) 
a driving license both for themselves (if 
they intend driving personally) and for 
their chauffeur. These documents are 
obtainable at any Prefecture. 

Applicants for driving licenses will be 
required to furnish the following partic- 
ulars : 

(1) Name (Surname and Christian 

name). 

(2) Place of birth. 

(3) Date of birth. 

(4) Present address. 

(5) Unmounted photograph (size 

about 1% by 2 inches) taken 
full-face, which will be 
gummed on license when is- 
sued. 

USEFUL TIPS : 

(1) To avoid heavy octroi duties, do not 
take more petrol into Paris than is necessary. 
Refill outside the barriers. Octroi duties on 
petrol are rarely levied in other towns. 

(2) When entering France it is always 
advisable to declare any dutiable goods. As 
a rule, a broken box of 50 cigars or 100 cigar- 
ettes is admitted free. Matches are strictly 
prohibited. 

(3) When in difficulties in a village through 
a breakdown or other cause, ask to be taken 
to Monsieur le Maire or Monsieur le Cur5; 
the latter will generally be found the more 
intelligent. 

(4) When on the road, always keep a sharp 
lookout for canivaux, or open gutters. On the 
main roads they are very clearly indicated 
by warning posts as follows. | | 

(5) Do not time yourself to arrive at a 
frontier Customs station, or at any other 
place where you have official business to 
transact, between noon and 2 p.m. These 
being the generally recognized official dinner 
hours, you will rarely find any one to attend 
to you. 

Sirens illegal in France. — Article 15 of the 
law of March 10, 1899, regulating the circu- 
lation of motor-cars, lays it down that the 
approach of a motor-car must be signalled, 
in case of need, by means of a horn. This law 
is rigorously enforced in Paris and some of 
the environs, but sirens are tolerated in most 
of the other parts of France. 

Crossing the Frontier. — A motorist must 
have his papers stamped on leaving a country, 
and he must obtain the papers of the new 
country which he enters. Should he fail to 
do this, the motorist in the first place forfeits 
the refund of his deposit, and secondly, risks 
penalities by contravening the law. 

Running past a Customs House. — On the 
main thoroughfares the Customs Houses are 



generally easily found, but on less-frequented 
roads it is equally easy to unwittingly run 
past the inconspicuous building. For the 
reasons stated in the preceding paragraph, 
motorists are therefore warned, when ap- 
proaching a frontier, to ascertain the nearest 
Customs House. 

New Proposal. — M. Chastene has induced 
the French Chamber of Deputies to pass a 
law to punish the offence of flight on the part 
of the driver of a motor-car or other vehicle 
that has caused an accident. It runs: "The 
driver of any vehicle, who, knowing that it 
has just caused or occasioned an accident, 
has not stopped or has attempted to escape 
from the responsibilities, penal or civil, which 
he may have incurred, shall be punished with 
six days to two months' imprisonment and a 
fine of 16f to 200f., and this without preju- 
dice to any other penalties that he may have 
incurred through the accident. In the case 
of Articles 319 and 320 of the Penal Code 
having been infringed, the penalties that may 
be inflicted under these articles shall be 
doubled." 

Before a circulation permit for the 
car can be obtained the latter must be 
examined by a government official from 
the Bureau des Mines, and an appoint- 
ment fixing the date and hour at which 
the examination is to take place should 
be made several days before arriving in 
France. The letter making the appoint- 
ment must be written in French on of- 
ficial stamped paper, papier timbre (60 
centimes) and addressed to the Prefect 
at the nearest Prefecture to the port 
of entry. 



Landing Place. 
Boulogne ) 
Calais ) 
Dieppe \ 
Havre ) 
Cherbourg- 
Bordeaux 



Nearest Prefecture. 
Arras 

Rouen 

St. Lo 
Bordeaux 



Upon arrival of the car, and after 
completion of the usual Customs formal- 
ities, it can "be driven direct to the 
Prefecture at which the appointment is 
made, when the examination of the car 
will at once take place and the circula- 
tion permit be issued. The French reg- 
istered number which the car will then 
have to carry will be found in the bot- 
tom left-hand corner of the certificate. 
The ordinary oblong plate carried by 
British cars may be reversed and the 
new French numbers painted on the 
blank side. 

Address Plate. — A plate bearing the 
name and address of the owner must 
be fixed in a conspicuous position in the 
front part of the car. In the absence 
of such a plate the owner will be liable 
to a fine. 

X limber Plates. — An important Order 
of the Minister of Public Works came 
into force in France on January 1, 
1910. The first article adds the follow- 
ing paragraph to the order dated Sep- 
tember 11, 1901 : "Each number-plate 
must consist of a flat surface forming 
an integral part of the chassis or body, 
and on this surface the number must 



416 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



be painted. Alternatively, the number 
may be painted on a rigid metal plate, 
invariably riveted either to the chassis 
or the body." The numbers must be 
not less than 8 centimeters (3.937 in- 
ches) high. Another article of the same 
order is modified as follows : "After 
nightfall, and during the night, the car 
must carry at the back, in the position 
laid down in Article 3, a reflecting 
lamp, in perfect working order, light- 
ing, as a transparency, an opaque glass, 
covered with a plate in which the num- 
bers have been cut out, in such a man- 
ner that the numbers shall show in lum- 
inous characters on a dark back- 

TOURING-CLUB DE FRANCE,- 

■j Sibgb social : 65, Avenue de la Grande-Armee, PARIS c ~ 

•- Je demande moo admission au TOURING CLUB DE -Cg 

.§ FRANCE. , Sa 

f- Ci- joint : 6 francs, montant de la eotisation de l'annee ,"S"~ 

•C eourante, plus 2 fr. pour reeevoir l'ANNUAIRE franco. .2 o 

S {Le rachat de la eotisation est admis moyennant le ver- 

£ semen t d'une somme de Cent francs; it con fere la qua- 

p? lite de Mbmbre a vib.) («) 

55 La eotisation des candidats habitant les Colonies ou 

5§ VEtranger est Siee a six francs. (Voir : Statuts, art. 3.) 

H Signature : 



U, L. 
I CO 






« S - v om 

■^ i Prenoms '.. 

: 2 Protession 

.2 (Soit l'actuellc, soit 1'ancienne.) 

* Nationality 



B S Decorations et distinctions honoriBques.. 



Rue at numero 



■fe et ] 

"^ V Departement ( 

Noma et AdressesC 
des Parrains ou ■■ 

References { 






• C) VAnnuaire pour l 'Stranger, en deux volumes, prix : g 5 

g 3 fr. (chaque volume separement : r fr. 50. — Le volume |_2; 
a Excursions et Voyages, prix : I fr. 50. — Porte-carte 

d'identite marque au monogramme du Toui;ag-Club»afr. so I.. 

(franco : » fr. 75). 

APPLICATION BLANK 
ground ; the numbers being of the size, 
etc., laid down in Article 2. Alterna- 
tively, the plate, as laid down in Ar- 
ticle 2, may be illuminated by a reflect- 
ing lamp, in perfect working order, if it 
satisfies the following conditions: (1) 
The light center to be at the same 
height as the plate, and at the intersec- 
tion of two vertical planes, <^ne parallel 
to the axis of the vehicle and situated 
15 centimeters to the left of the left end 
of the numbers, the other perpendicular 
and at least 15 centimeters distant from 
the face of the numbers. (2) The posi- 
tion of the reflector, and the direction 
of the rays of light, must be such that 
the lighting of the whole number-plate 
shall be practically the same, the outer 
numbers being as well lighted as the 
others. Whichever of these two meth- 
ods of lighting be employed, the lighting 



of the letters and numbers must be such 
that the rear number can be read dur- 
ing the night at the same distance as 
in broad daylight. The above arrange- 
ments must not hinder in any way the 
visibility during the day of the rear 
plate prescribed in Article 2, this plate 
remaining distinct from the transparent 
lantern number referred to in the first 
part of this article. The preceding ar- 
rangements will be obligatory from Jan- 
uary 1, 1909." 

For the convenience of motorists land- 
ing at Boulogne special arrangements 
have been made whereby Circulation 
Permit and driving licenses may be ob- 
tained there on certain days without the 
necessity of going to the Prefecture at 
Arras. These days are : 

In Winter : Mondays. 

In Summer : Mondays and Fridays. 

Motorists wishing to avail themselves 
of this advantage should write direct, 
several days in advance, to the South 
Eastern and Chatham Railway's repre- 
sentative, Boulogne-sur-Mer. As the ex- 
amining official does not arrive at Bou- 
logne until 3 p. m., those motorists 
wishing to obtain their Circulation Per- 
mit and Driving License, and to leave 
the same day, must arrive by the 11.55 
a. m. boat from Folkestone. 

The French driving license is for life, 
not for a year only as in the case of the 
English one. The fee for a French li- 
cense is £1. 

At Havre provisional licenses can be 
obtained. These must, of course, be re- 
placed later by the ordinary permanent 
document. Representatives of the ex- 
press company undertake all arrange- 
ments for motorists landing at the lat- 
ter port. 

Brakes. — Two independent brakes 
must be provided, and each must act 
automatically. One system, at least, 
must act directly on the wheels. 

Horns. — One required. The use of 
sirens is prohibited in large cities. 

Lights. — Lighted acetylene lamps are 
forbidden in cities and towns. Two 
front lamps are required, green on the 
left, white on the right. 

Leaving France Temporarily. — Tour- 
ists who desire to leave France tempo- 
rarily may secure a passavant, which 
will allow them to re-enter without pay- 
ment of duties. 

If the machine be of French manu- 
facture, the securing of the passavant 
is easy of accomplishment. If it is of 
foreign manufacture, the receipt should 
be shown proving that the Customs du- 
ties were paid at the time of importa- 
tion into France. Sometimes, where the 
duty has not been paid, the owner of 
the machine may have secured a bond 
called acquit-d-caution, which the Cus- 
toms officials at the frontier will re- 
spect. 

Acquit-d-caution s may be obtained at 
any of the railway stations, at any of 
the Customs bureaus, and particularly 
at the frontier Customs stations. The 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



417 



passavant is sometimes called a passa- 
vant descriptif, because it must con- 
tarn a full description of the machine — ; 
name of maker, horsepower, number of 
motor, style, painting, and so on. The 
passavant is good for one year ; can be 
used several times during this period, 
but must be viseed each time you pass 

THE FRONTIER, COMING AND GOING, by 

the officials. (See "Forms.") 

Rules of the Road. 

In France the rule of the road is that 
traffic shall keep to the right and pass 
other vehicles on the left. It may here 
be mentioned that the same rule is in 
force in all the other European coun- 
tries except Bohemia, where they keep 
to the left and pass to the right, as in 
England. 

Speed Limits. 

In the open country : 30 kilometers 
(18% miles J an hour. 

In populated places : 20 kilometers 
(12% miles) an hour. 

In narrow and crowded places ; 6 kil- 
ometers (4 miles) an hour. 

In built-up sections, 12 kilometers (8 
miles), unless otherwise indicated by 
signs. 

In Paris, 10 miles. 

There are exceptions to the above 
rules in certain districts. 

The following is a translation of a 
paper by Mr. J. Perrigot, Chairman of 
the Vosges Automobile Club, which has 
been adopted by all the principal motor 
clubs and associations in France : 

1. On a clear road the middle may be 
occupied on condition of leaving suffi- 
cient space on the left to allow of the 
passing of a faster car traveling in the 
same direction. 

2. Meeting of tiro cars. — (a) Two 
cars coming in opposite directions pass 
one another each keeping to its right. 
They must slow down when the road is 
obviously too narrow for them to pass 
one another easily, either because the 
road is in itself narrow or made narrow 
by tramways, partly obstructed by road 
or other materials. If very narrow or 
difficult the speed should even be re- 
duced to walking pace. (o) Two cars 
traveling at different speeds in the same 
direction : the car that is being over- 
taken must simply be kept to its right. 
The driver of the car that wishes to 
pass should notify its presence by sound- 
ing the horn, and not attempt to pass 
until clear space is given for him to 
■do so. (c) A car should never be passed 
at a turning nor at a high speed when 
passing through a village. 

3. Turnings. — (a) Where the whole of 
the turning is visible there is no neces- 
sity to slow down, (b) When a part of 
the turning is hidden speed must be re- 
duced sufficiently to enable the car to be 
stopped within 12 yards. This especial- 
ly applies to hilly countries, (c) The 
car must on no account leave the right 
s'de of the road and the horn must be 
sounded, id) In the case of there being 



an obstacle on the right side of the 
road, thus obliging the car to go to the 
left, the driver should proceed so slowly 
that he can, if necessary, stop within 4 
yards, and sound his horn continuously. 

4. Cross-Roads. — (a) Speed need not 
be slackened when the view is not hid- 
den in any way and the road is clear. 
If two cars are converging towards open 
cross-roads, the driver who sees a car 
coming from his right must give way 
no matter what the relative widths of 
the roads may be. He must therefore 
slow down and, if necessary, stop, (b) 
If the cross-road cannot be seen, or even 
if the view is merely hidden, the driver 
of a car approaching a cross-road must 
reduce to not more than 2 miles an 
hour. If on arriving thus at the slack- 
ened speed at the cross-road the drivers 
of two cars find themselves meeting and 
in danger of collision, each should 
swerve to the right, even though this 
should make him momentarily leave his 
own road. 

5. Passing Through Crowded Places. 
— (a) In passing through towns the 
special regulations locally in force must 
be respected, (b) In passing through vil- 
lages speed should be so reduced that 
the car can be stopped in 12 yards if 
the road be broad or in 4 yards if it 
is narrow. The horn must be sounded 
when nearing isolated houses. 

6. Meetings. — When approaching men 
or animals they should be warned by 
continuously sounding the horn until it 
is evident that notice has been taken, 
and considerably slacken speed if the 
road is narrow. If animals show sign 
of fear, the driver of a car must relax 
speed, and, if necessary, stop the car 
and even the motor. 

7. Accidents to Persons. — In the event 
of an accident, one must stop and ren- 
der all possible aid to the victims of 
the accident. After seeing that the in- 
jured are safe and receiving medical aid. 
every effort should be made to gather 
all the evidence bearing on the circum- 
stances of the accident. 

8. If another car pass at the t-m^ 
of the accident, it should stop and offer 
every assistance, first to the injured and 
afterwards to the authors of the acci- 
dent, it being always taken for granted 
that the accident was unavoidable. 

9 Mishaps, Breakdowns, Accident* to 
a <j ar — ( a ) Every motorist must be 
readv to render assistance to a fellow 
motorist when asked. (b) In the case 
of a breakdown help is asked as follows : 
(i) In the daytime by facing the car 
which it is desired to stop and raising 
and lowering one's arm perpendicularly 
to the road, or by placing a white flag 
(a handkerchief will do) in a conspicu- 
ous position on the car: (u) At night 
by waving one of the lamps across the 

10 In the case of breakdown through 
want of petrol the driver from whom r 
is asked should let his fellow driver 
have whatever quantity he can spare. 
This petrol must be paid for m ready 
money. 



418 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



f 



Numero du certifieat i 



.* If A IT. 

Le Prefet du departement d 

Vu ic decret du 10 mars 1899 portant reglement relatif a 
la circulation des automobiles, et spe*cialement son article 11; 
Vu lavis favorable du service des Mines ; 
Dellvre a M. ( 2 > 1^4^. j^UO*U 

4n^ertificat de cagacite potir lafconduite d cJ ^ |f (H4^W" 



Si 



*M») 



ne a 



domicilii 





S 



fonctionnant dans les conditions prescrijes par le decret siisvise*. 
^2&£^/^^, ;Ll wiW iqo ft . 

„ . (1 ) Numero du regist^e Special jiaj^, Prjfl&f or#':^^ a) .. N6fi» 'et prenoms. — (3} -fciea"et dale 
.de nahsaucc. — \£) iddicatr6n*j^j^^'du>4a^Va^irr^r-j(5) Designation de la nature du jSir de* 
vehici.Iet a la coudoite desque'f»^j£«p|jtie^^ifjce*$ficat de capacite conform e'merst an paragraphe 
:ii de la clrculaire ministerielle 1 qu,"5fcdo : yr*l;i5!jjl -"'J> /' 



^Signature do titulaIre$^£V i$K\ 



"**tg 



% 



REVERSE OF FRENCH PERMIT 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



419 



:--."v-^-:-,,., v ; 



wnunnnHn 



*§-t 



NOTA. 



Les certificats de capacite delivres par le 
Prefet dW depart em eiil, cOnformement a Tar- 
tide 11 du decret du 10 mars 1899, sont 
valables pour toute la France. 

Ikrpeuvent etre retires apres deux contraven- 
tions dans Tannee. (Art. 32 dudit decret,) 



,m 










TaM. 



; »M&E 



DEPARTEMEtfT 



d 



des mm , — ~~— • - 

ETDESJl 
^^U^fO i ntmL'' \ CIRCULATION DES AUTOMOBILES. 

(Decret du to mars 1899.) 




ICAT DE CAPACITE 

/vaessaa^jpoviT la concLaite "4 * 

•: { t) Designer la nature da oa des vehkules aaxquels s'appltque 
le cerlific&t. 



...- 



ra*„ v.^^^..»jiu^tj»^aaiib«ii.fcik^^ 



. '■-. ■ ■ n.i — ■ , i.n.l 



FRENCH PERMIT TO RUN AN AUTOMOBILE 



420 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



11. Emission of Smoke. — Emission of 
smoke from exhausts in ports, renders 
automobilists liable to arrest and to a 
line. 

The Bois de Boulogne and Vincennes. 
— The gates of the Bois de Boulogne 
are open from 5 a. m. to midnight from 
April 1 to October 15, and from 6 a. m. 
to 10 p. m. from October 16 to March 
31. Exception is made in regard to the 
gates at Maillot, St. James, and Baga- 
telle, which are closed at 7 p. m. from 
October 16 to March 31 ; the Grille des 
Princes is closed at 7 p. m. from Octo- 
ber 16 to March 31, and at 8 p. m. from 
April 1 to October 15. To pass the 
gates at forbidden hours a special per- 
mission is required. In this case it will 
be necessary to write to the "Direction 
Administrative des Services d' Architec- 
ture et des Promenades et Plantations," 
at the "Prefecture de la Seine, Paris," 
requesting a pass (carte de circulation), 
enclosing a money order (mandat de 
poste) for thirty francs. The pass is 
valid for the period of one year. 

Automobiles are forbidden in the Bois 
de Boulogne, in the Pre-Catelan, in the 
Allee de Longchamp, otherwise known 
as the Acacias, from 1 p.,m. to 7 p. m. 
Speed in the Bois is limited to 12 kilo- 
meters an hour. The vehicle must be 
stopped when necessary on account of 
horses or other animals taking fright. 
The speed must not exceed that of "a 
man walking," when driving an auto- 
mobile along narrow roads, and at the 
gates at the octroi offices, at intersec- 
tions of roads, and everywhere an auto- 
mobile might interfere with pedestrians, 
or where there is a crowd. Automobiles 
standing near horses must "stop their 
motors." The driver of an automobile 
must not leave his automobile when in 
the Bois. Only roads which may be 
considered as carriage roads ( votes car- 
rossables) are open to automobiles in 
the Bois. The 12-kilometer-an-hour lim- 
it is applicable to the Bois des Vin- 
cennes. 

Touring Club de France. — 65 Avenue 
de la Grande Armee, Paris. 

Membership can be arranged through 
the American Automobile Association or 
the Automobile Club of America. New 
York, or American Express Company, 
Paris ; fee fcs. 6 or $1.20. 

Notices and Sign-Posts. 
The Association Generale Automobile 
issues the following warning signs, 
which are generally placed about 300 to 
400 yards before the obstacles, on the 
right s'de of the road 

The following are the principal noti- 
ces issued by the Touring Club de 
France : 

Ralentir. 

Slacken speed. 

-1 ttention ! 

Route en cours de Rechargement. 

Beware ! 

Road under repair. 



Attention an Train. 
Look out for the train. 

Cassis 

a 300 metres. 

(Arrow here) 

Depression in road, 300 meters off, in 

the direction of the arrow. 



Sharp turn to the right. 








Sharp turn to the left* 



Turning followed by hill. 



Turning followed by descent. 



Dangerous crossing. 




Steep hill 




Steep descent 






Winding descsnt with sharp turning. , 
Archway. I Level crossing. 

Rails above the level of the road. 



Caniveau or open gutter, 






Paved road (pave). 



" Humpy " road. 



Village. (Reduce speed.) 



Poste de Sccours. 
First aid post. 

Allure Moderce 

prescrite a 
to us Vihicules. 

All vehicles to drive with 
caution. 

Passage a Niveau 
a 300 metres. 
(Arrow here) 

Level crossing, distant 300 meters in 
the direction of the arrow. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



421 



In addition to the foregoing there are 
numerous warnings and notices, issued 
by the local authorities in the various 
districts, of which the following are a 
few : 






EftMtiig 



First aid post. 




Road for cyclists only. 
Horses, cattle, and vehicles 
forbidden. 




Level crossing ; 200 metres 
away, in the direction_of the 
arrow. 



8TTEKTI0K sci TRAIN 



Look out for the train. 




Sign indicating place of 
interest. In this case Roman 
arenas (remains) at the end of 
the path. Time of the excur- 
sion, thirty minutes. 



BONNlERES 1 VERNON 



The usual simple form of 
signboard. It gives on the top 
line the chief town at the start 
and the one at 'the end of the 
route. On the lower lines are 
the nearest villages or towns 
in each direction respectively. 



RALENTIR 



Go slowly. 



(ALLURE MODEREE 

PRESCRIBE "k 

TOUS VEHIGULES 



All vehicles drive with 
caution. 



RECHARGEMENT 



Beware ! Road under repair. 




" Le Bout du Monde 
(Cascade). Fine outlook, 600 
metres away " in the direction 
of the arrow. Typical board 
calling attention to scenery. 




Depression in the road ; 
200 metres off, in the direction 
of the arrow. 




Another form of signboard. 
The name in the centre is that 
of the place. The names in 
the top corners are those of 
the towns at the end and 
at the start of the route, and 
underneath the names of the 
nearest towns or villages. The 
figures indicate the distance 
and the arrows the direction 
of the places. 



Attention ! Obstacle. 
Beware of obstruction. 

Attention ! au Pas. 
Warning ! Walking pace only. 

Attention ! 
Foret en coins d' exploitation. 

Warning ! 
Work in progress in the forest. 

Ralentissez. 
Ecole. 

Reduce speed. 
School. 

Ralentissez. 
Route en cours de reparation. 

Reduce speed. 
Road under repair. 

Attention ! 

Tournante dangereuse. 

Warning ! 

Dangerous turning. 



FRENCH FAMILY TICKETS 
In France Camels collectifs are delivered 
to parties exceeding two persons, a reduction 
•of 10 per cent, being made on the third ticket 
and of 25 per cent, on others. On these 
conditions the party is, of course, bound to 
travel together. These tickets are available 
thirty days for 1500 kilometres, forty-five 
days for 1501-3000 kilometres, sixty days 
for over 3000 kilometres. The fourth and 
following members of a family (which in- 
cludes strictly relations and their servants 
only) are allowed a reduction of 50 per cent, 
on the single fare for the journey out and 
back. The family must travel together and 
each member is required to sign the tickets. 
On all circular tours the traveller has a right 
to alight at any station on the line of route, 
providing he has his ticket signed at the 
booking office before resuming his journey 
in the case of stations not figuring in his 
camel. 

Customs in France: The usual articles 
sought for are tobacco (for every Englishman 
knows what smoking material is in France) 
and spirits; in addition to these, the follow- 
ing are dutiable: New wearing apparel, silks, 
lace, linen, embroideries, carpets, curtains, 
tortoiseshell, ivory, knick-knacks, typewriters, 
jewelry, perfumery, sewing machines, tea, 
soap, candles, and provisions; while entirely 
prohibited articles are matches, medicines, 
playing-cards, and cartridges. 



Reimportation. 
A recent ruling of the Treasury De- 
partment holds that, upon reimporta- 
tion, a car previously exported is, under 
the rule, liable to duty at its full value 
if repairs amounting to more than 10 
per cent of its original value have been 
made while the car was abroad. Under 
this ruling it is quite immaterial wheth- 
er the repairs were necessitated by ac- 
cident or otherwise. 



422 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Accumulator. 

Adjustor. 

Axle. 

Bearing. 

Belt. 

Bolt. 

Bonnet. 

Box spanner. 

Brake. 

Foot brake. 

Hand brake. 
Brass wire. 
Bronze. 
Burner. 
Carbide. 
Carburator. 
Carburator float. 
Chain. 
Chain link. 
Circulating pump. 
Clutch. 
Cock. 
Coil. 

Connecting-rod. 
Copper. 
Cord. 

Coupling, universal. 
Crank. 

Crank, starting. 
Cylinder. 
Differential. 
Emery paper. 
Engine oil. 
Exhaust box. 
Exhaust pipe. 
Exhaust valve. 
File. 
Flange. 
Flywheel. 
Friction. 
Funnel. 
Gaiter. 
Gear. 

Governor, friction. 
Governor shaft. 
Grease. 
Hammer. 
Hook. 
Horn. 
Ignition. 
Ignition lever. 
Indiarubber. 
Inlet valve. 
Inner tube. 
Inspection pit. 
Joint. 

Joint screw. 
Key. 

Knocking. 
Lamp-wick. 
Leather. 
Lifting jack. 
Lubricating oil. 
Lubricator. 
Misfire. 
Mixture. 
Mudguard. 
Non-skid tire. 
Number plate. 
Nut. 

Out of gear. 
Pedal. 
Pincers. 
Piston. 
Piston ring. 



TECHNICAL TERMS. 

A ccumulateur. 



Tendeur. 

Essieu. 

Coussinet. 

Courroie. 

Boulon. 

Capot. 

Clef a douilles 

Frein. 

Frein a pedale. 

Frein a levier. 

Fil de laiton. 

Bronze. 

Bee. 

Carbure. 

Carburateur. 

Flotteur. 

Chaine. 

Maillon. 

Pompe de circulation. 

Embrayage. 

Robinet 

Bobine. 

Bielle. 

Cuivre. 

Corde. 

Cardan. 

Manivelle. 

Manivelle pour la mise en marche. 

Cylindre. 

Differ entiel. 

Papier d'emerie. 

Huile a machine. 

Pot d'echappement. 

Tuyau d'echappement. 

Soupape d'rehappement. 

Lime. 

Bride. 

Volant 

Frottement. 

Entonnier. 

Guetre. 

Engrenage. 

Regulateur a friction. 

Arbre du regulateur. 

Graisse. 

Marteau. 

Crochet. 

Trompe. 

Allumage. 

Manette d'allumage. 

Caoutchouc. 

Soupape d' admission. 

Chambre a air. 

Fosse. 

Joint. 

Joint a vis. 

Clavette. 

Tapage. 

Meche. 

Cuir. 

Cric. 

Huile a graisser. 

Graisseur. 

Rate. 

Melange. 

Garde boue 

Pneumatique antiderapant. 

Plague numerotee. 

Ecrou. 

Debraye. 

Pedale. 

Tenailles. 

Piston. 

Axe de piston. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



423 



Piston rod. 
Reverse. 
Short circuit. 
Steering wheel. 
Straighten. 
Switch. 

Teeth (of wheels). 
Throttle. 
Tools. 
Tow. 

Trembler. 
Valve. 

Valve, admission. 
Vise. 

Water circulation. 
Water tank. 
Wheel, front, 
back. 



TECHNICAL TERMS- Continued 

Tige de -piston. 
Marche arriere. 
Court circuit. 
Volant de direction. 
Redresser. 
Interrupteur. 
Dents. 

Reglage a main. 
Outils. 
Remorquer. 
Trembleur. 
Soupape. 

Soupape d 'admission 
Etau. 

Circulation d'eau. 
Reservoir d'eau. 
Roue avant. 
' ' arriere. 



WARNINGS ON THE ROAD. 



Moderate speed. 

Be careful. 

Walking pace. 

Open gutters. 

Blow the horn. 

Dangerous hill. 

Speed limit. 

Level crossing. 

First-aid post. 

Reduce speed. 

Road blocked. 

Dangerous turning. 

Speed. 

Road under repair. 

Bad pave. 

Sign-post. 

Road. 

To the left. 

To the right. 

Straight on. 

Hilly road. 

Slippery. 

The road is muddy. 

Have you a circulation permit? 

No, but I am getting one to-morrow at . . . 

At the end of the street. 

Opposite the ... 

Steep hill. 

Course. 

Hard. 

Branch road. 

Bridge. 

Narrow. 

On the level. 

Which is the shortest way to ... ? 

Must I take the first turning to the right or go 

straight on? 
How many kilometres from here to . . . ? 
Is the road good as far as ... ? 
Will you please tell me the way to the near 

est garage? . . . nearest hotel? 
What is the name of this village? 
I want to go to . . . 
I have missed the way. 
Shall I follow the tram-line? . . . the river? 

You must cross the river. 

Will you please give me a can of cold water? 

I have just had an accident with my motor. 

Where can I get assistance? 

Can I get a horse to pull the car to , . . ? 



Allure moderee. 

Attention. 

Au pas. 

Caniveauz. 

Corner. 

Descente dangereuse. 

Maximum de vitesse. 

Passage a niveau. 

Poste de secours. 

Ralentir. 

Route barree. 

Tournant dangereux. 

Vitesse. 

Route en reparation. 

Mauvais pave. 

Poleau indicator. 

Chemin, route, chaussee. 

A gauche. 

A droite. 

Tout droit. 

Route accidentee. 

Glissant. 

La route est boueuse. 

Avez-vous votre permis de circulation? 

Non, mais j'en aurai un demain a . . . 

A u bout de celte- rue. 

En face . . . 

Cote dure. 

Le parcours. 

Dur. 

Une bifurcation. 

Pont. 

Etroit. 

En palier. 

Quelle est la route la plus courte pour . . ,? 

Dois-je prendre le premier tournant a droite 
ou suivre tout droit? 

Combien de kilometres d'ici a . . . ? 

La route est-elle bonne jusqu'a . . ,? 

Voulez-vous me dire la route du premier 
garage? . . . du premier hotel? 

Quel est le nom de ce village? 

Je desire aller a . . . 

J'ai perdu la route. 

Dois-je suivre la ligne du chemin defer . . . ? 
la rivi:re? 

II faut traverser la riviere. 

Voulez-vous me donner un sceau d'eau froide? 

Je mens d'avoir un accident aver mon auto- 
mobile. 

Ou puis-je trouver aide? 

Puis-je avoir un cheval pour trainer mon auto- 
mobile jusqu'a . . . ? 



424 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



WARNINGS ON THE ROAD— Continued 



How much must I pay you? 

Can I leave my car here until to-morrow 

morning? 
How far is the nearest railway station? 

Is there a telegraph office here? 

Is there any kind of conveyance that can take 

us to ... ? 
Is there a telephone in the village? 
Many thanks for all your kindness. 



Combien dois-je vous payer ? 

Puis-je laisser mon automobile %ici jusqu'a 

demain matin? 
Combien y a-t-il d'ici a la plus proche gare de 

chemin de fer? 
11 y a-t-il un bureau de Wlcgraphe? 
II y a-t-il des rnoyens de transport pour nous 

conduire a . . ? 
II y a-t-il un bureau de telephone? 
Merci bien pour votre obligeance 



AT A GARAGE 



Fill up the tank; it holds . . . 

I want some lubricating oil. 

Have you any . . . t.res in stock? 

I want two . . . and one inner tube. 

Can you repair this tre? 

How much do I owe you? 

Give me two sparking plugs. 

Give me two pounds of . . . 

I have just had an accident. 

I have left my car at . . . 

Can you have it towed here? 

How long will it take you? 

I have broken the . . , 

I have lost a . . . 

There is a leakage . . . 

Let the motor cool. 

How much will the repairs cost? 

Have you any of Taride's or other road maps? 

Be careful not to scratch the paint. 

I want the car washed, and the brasses cleaned 

My chauffeur will clean the car. 
I want the car ready by to-morrow morning, 
and my chauffeur will settle with you. 



This is far too dear. 

thing off the bill. 
I shall complain to , 



You must take some- 



Remplissez le reservoir; il contient . . . 

Je d esire de Vhuile a graisser. 

Avez-vous des pneumatiques ... en stock? 

J' en desire deux „ . „ et une chambre a air. 

Pouvez-vous reparer ce pneumatique? 

Combien vous dois-je? 

Donnez-moi deux boujies. 

Donnez-moi un kildg. de talc. 

Je viens d'avoir un accident. 

J'ai laiss c mon auto a . . . 

Pouvez-vous le faire remener ici? 

Combien de temps cela vous prendra-t-il? 

J'ai cass'' le . . . 

J'ai perdu le . . . 

II y a une fu le . . . 

Laissez refroidir le moteur. 

Combien coutera la reparation. 

Avez-vous des cartes Taride ou d'autres cartes 

routines? 
Attention de ne pas abimer la peinture. 
Je d'sire avoir la voiture lavce et les cuivres 

nettoy.'s. 
Mon chaff eur nettoyera la voiture. 
Je d sire que I'auto soit pr/t pour . . heures 

demain matin, et mon chauffeur reglera avec 

vous. 
Le prix est trop eleve. Vous devez diduire 

quelque chose de la note. 
Je me plaindrai a . . , 



GERMANY. 
Customs. 



The duty on automobiles entering 
Germany is as follows : 

Eight marks per 100 kilos for autor 
mobiles. 

Cars weighing 250 to 500 kilos, 
M. 40.00 per 100 kilos ($4.60 per 100 
lbs.). 

Cars weighing 500 to 1000 kilos, 
M. 25.00 per 100 kilos ($2.85 per 100 
lbs.). 

Cars weighing 1000 kilos and up, 
M. 15.00 per 100 kilos ($1.70 per 100 
lbs.). 

Automobiles entering Germany tem- 
porarily, carrying passenger* or mer- 
chandise, are exempt from duty. A 
large discretion is allowed the officials 
in deciding whether or not a machine 
is imported for sale or sold to some one 
in Germany. Unless the official mind is 
satisfied that the machine is imported 
into Germany for temporary purposes 
only a duty can be levied. 

In theory, duty is refunded on expor- 
tation. As a matter of practice, the 
smaller Custom Houses always refuse 
the refund and send the tourists to the 



principal office, which may be many 
miles out of the way. It is, therefore, 
always desirable to cross the frontier 
at some large city, if possible. 

In addition to the Customs duty, al- 
ready mentioned, a law was passed, July 
1, 1906, imposing a special license tax 
on automobiles entering Germany. To 
remain in Germany for 5 days, the li- 
cense tax is 15 marks, and for 30 days 
40 marks. 

Over 30 days and not exceeding 4 
months, the tax is reckoned at so much 
for the automobile and so much per 
horsepower, viz. : 6 h.p. and under, 
12m.+lm. per h.p. ; from 7 to 10 h.p., 
25rn.-j-lm. 50 per h.p. ; from 11 h.p. to 
25 h.p., 50m.4-2m. 50 per h.p. : and over 
25 h.p., 75 m.4-5m. per h.p. 

For a sojourn over four months up to 
one year the last-mentioned taxes are 
respectively doubled. 

These license taxes are payable at the 
frontier, and the receipt given is called 
a stcuerkartc. A license tax paid for 
30 days, for instance, allows the holder 
to pass and repass the German fron- 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



425 






tier as often as he Jikes, until the total 
number of 30 days has been fulfilled, 
and so on for other periods. 

A license card is valid for the cur- 
rent year. To remain longer than con- 
templated at the time of issuance of the 
card, application should be made at the 
steuerant or finanzamt three days before 
the expiration of the time mentioned on 
the card. Then the extension of time 
will be granted, deducting the tax paid 
on the original card. 

Circulation Permits, Driving Licen- 
ses and Rules of the Road. 

Credentials. — A foreigner's home per- 
mit to run his car must be viseed by a 
German Consul before it can be used 
in Germany. The same also applies to 
driving license. 

Regulations. — There are different reg- 
ulations in force in the various states. 
The following are the general rules : 

Driver. — Must be over 18 years of 
age. 

Lights. — Three required. One on each 
side of the car in front and one on the 
rear, to enable the number of the car 
to be readily distinguished. 





The above automobile 
wheel with a red hub and 
spokes on a white square ground 
of metal simply denotes, in a 
general way, 

"CAUTION." 

It is posted irrespective of 
the nature of the coming dan- 
ger, but usually on the side on 
which it occurs. 



GEFAHRLICHE WENDUNG, 

CAUTION. 

DANGEROUS 

TURNING. 



Brakes. — Two independent brakes re- 
quired. 

Horn. — A single note, loud sounding 
horn required. 

Plates. — Each car must bear a plate, 
indicating its make, horsepower and 
weight in kilos. 

Police Regulations. — Foreigners must 
report to the police authorities in any 
large town or city, and produce licenses 
obtained in their own country. If found 
satisfactory, they will be endorsed by a 
German official and no trouble will be 
experienced. 

Rules of the Road. — Keep to the 
right, pass on the left. 

Speed. — During darkness 15 kilome- 
ters (9Mj miles) in built-up sections. In- 
crease allowed in open country, stopping 
only at "Driving to Public Danger." 

Roads. — German roads are not uni- 
form in quality. Alsace. Rhine provin- 
ces and Bavaria offer the best roads. 
Some are forbidden to automobilists, but 
these are posted. 



In large cities inquire carefully the 
names of streets forbidden to the traf- 
fic of automobiles. In Berlin, apply at 
the Stadthaus for police card or license. 

In Cologne certain streets are only 
open to automobiles between certain 
hours. Traffic is forbidden from 11 
a. m. to 2 p. m. in Hohestrasse, Schil- 
dersgrasse, and Breitestrasse. 

Baden, Grand Duchy of. — Automo- 
biles are not numbered, but they must 
have plaques with name and address of 
owner clearly inscribed, if the latter re- 
mains in the Duchy more than one week. 
Other requirements are a horn, two 
lanterns, of which one may be green. 
Excessive speed is forbidden, and never 
over 12 kilometers an hour in towns and 
crowded places, and not exceeding 30 
kilometers an hour in open country. Ob- 
serve, carefully, special regulations, 
signs and notices as to reduced speed 
and as to roads forbidden to automo- 
biles. The following roads are forbid- 
den in the Grand Duchy of Baden : 
Lichtenthaler-Allee and the Kaiser-Allee 
(arrondissement of Baden-Baden) ; the 
junction road of Lichtenthal and Jagd- 
haus ; the route along the valley of 
Saint-Blasien to Albruck, in the arron- 
dissement of Waldshut and St. Blasien; 
the road from Badeniveiler to Blauen in 
the arrondissement of Loerrach ; the 
road of the yalley of the Wehra from 
Wehr to Todtmoos, in the arrondisse- 
ment of Schopfheim. 

Bavaria. — Name and address of own- 
er must be conspicuously shown. Own- 
ers are held strictly to account not only 
for their own acts of omission and of 
commission, but also in regard to their 
employes. This becomes unpleasant 
sometimes. Speed must not exceed 12 
kilometers an hour, but in open coun- 
try this rule is not strictly enforced. 
Steep grades, as well as crowded and 
narrow places, require particular atten- 
tion. Stop when your automobile 
causes feaiv confusion or difficulty. 

Darmstadt. — For a visit of a week 
onlv, no formalities are required in re- 
gard to certificates. For a longer stay, 
a license and number are required and 
issued. One brake is prescribed, a loud- 
sounding bell and a lantern are neces- 
sary. But colored lanterns are not al- 
lowed. Keep to the right, and, in turn- 
ing corners, when turning to the right, 
turn short, but, in turning a corner to 
the left, make a wide, sweeping turn. 
Be careful not to frighten horses by 
driving too near them. If necessary, 
stop entirely, and allow the horses to 
pass. 

Munich. — Local police permits are 
required and given after proof of com- 
petence is demonstrated. Plaques with 
numbers are required. Brakes should 
enable automobilist to pull up at two 
automobile lengths. Speed must not ex- 
ceed 12 kilometers. Observe posted 
rules as to certain roads forbidden to 
automobiles. Negligent driving causing 
death renders driver liable to three years 
in prison, while causing injuries means 



426 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



two years in prison and a fine of 900 
marks or either. 

Nuremberg. — The town-hall authori- 
ties issue licenses to drive. Brake is 
required, and warning signal must be 
by bells, and not by horn. White lights 
only. Certain roads and streets closed 
to automobile traffic. 

Stuttgart. — Keep to the right and 
pass to the left. White lights are pre- 
scribed. Go slowly. Have available 
home papers, licenses and certificates as 
to skill in automobiling. Certain 
streets in the city of Stuttgart are 
closed to automobiles during certain 
hours ; thus, Koenigstrasse and Schloss- 
platz from half-past eleven to half-past 
twelve (day time), the passage from the 
depot, in the Schlosstrasse between the 
Friedrichstrasse and Koenigstrasse, and, 
generally, in short or steep streets. 

Automobile Club. — Kaiserlicher Auto- 
mobile Club, Leipzigerplatz 16, Berlin. 

GREECE. 
Duty variable from £12 to £16, ac- 
cording to size of car, non-returnable. 

HOLLAND. 

Customs. 

The owner is required to make a de- 
posit for duty of 5 per cent of the val- 
ue of his auto, at the first Customs sta- 
tion. 

The deposit will be refunded (except 
on Sundays) at any frontier Customs 
station or port upon surrender of the 
deposit receipt. 

ClKCULATION PEKMITS, DRIVING LICEN- 
SES, Rules of the Road. 

Credentials. — Foreign tourists will be 
supplied free of charge, at first Customs 
station, with a driving license good for 
eight days. During these eight days 
foreign cars may display their foreign 
number plates only. If tourists extend 
their stay in Holland beyond eight days, 
application must be made to the Minis- 
ter of Commerce for a driving license 
and number. 

Driver. — Must be at least 18 years of 
age. 

Horn or Trumpet. — Must be fitted to 
cars. 

Lights. — Two white front lights, one 
on each side of the car. 

Speed. — No maximum speed has been 
fixed by law. The speed allowed is gov- 
erned by individual circumstances. Any 
speed which the. police authorities con- 
sider dangerous to the public safety ren- 
ders the driver liable to a fine or im- 
prisonment. 

Look out for signs and notices along 
the roads as to special rules which may 
be published from time to time. 

New legislation is expected. 

Rules of the Road. — Keep to the 
right, pass on the left. 

Roads. — The roads in Holland are 
generally paved with brick, and where 
well kept present a good surface. They 
are, however, generally rather narrow 



and winding, and as there are numer- 
ous hamlets high speed is impossible. 

The Touring Club of Holland. — 
(A.N.W.B.) Mr. D. Fockema, 7 Amster- 
damscheweg, Arnheim, manager ; cost 
of membership, $1.70 per year. Member- 
ship entitles to reduced rates at hotels 
and reliable maps at a discount. 



VERBODEN 



MOTORR'JTUIGEN 

LANGER DAN 
BREEDER 



▼ 



Forbidden to motor vehicles 
longer than m. 
broaderjhan. m. 



VERBODEN 



M0T0RRUTUIGEN 



▼ 

Forbidden to motor vehicles 
heavier than kg. 



VERBODEN 



RUWIELErC 

EN 

motorrutuTgen 



Forbidden to cycles and 
motor vehicles. 




Forbidden to cycles and 

motor vehicles 

from o'clock to o'clock. 



MOTORR'JTUIGEN" 



TWEEWIELERS 



Forbidden to motor vehicles except bicycles.' 



MOTORR 

BIHI 

TWEEW 



Forbidden to motor vehicles except bicycles. 
From o'clock to a^rJocET 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



427 



ITALY. 

Customs. 

The owner of the car is required to 
be present personally for the Customs 
formalities both on entering and leaving 
the country. 

A deposit is required on all tourists' 
cars entering Italy, valid three months, 
as follows : 

Weight up to 500 kilos (1100 lbs). 
Lire 200=$40.00 ; up to 1000 kilos (2- 
200 lbs), Lire 400=$80.00 : 1001 kilos 
or over, Lire 600=$120.00. 

Care must be taken to obtain a re- 
ceipt for the duty deposited, and to see 
that the Customs seal is attached to 
the car. 



TOURING CLUB I 



H-^ 



PASSAGGIO A LIVELLO 



TOURING CLUB ITALIANO 



Level crossing. 



Depression in the road. 




The deposit is returnable on leaving 
Italy, and in order to save trouble and 
exchange, payment should be made to 
the owner in gold. 

Should a car remain over three 
months in Italy, it becomes liable to 
taxation, based on the horsepower. 

Circulation Permits,, Driving Licen- 
ses and Rules of the Road. 
Credentials. — Both circulation permits 
and driving licenses are required, but 
in the case of tourists, the permit and 
licenses issued by other countries are 
generally accepted. Care should be 
taken to get these endorsed at a pre- 



fecture within five days of entering the 
country. 

Lights. — Two headlights are required, 
the left green, and the right, white. A 
rear light must show the number clear- 
ly. Lanterns must be lighted one hour 
after sundown until dawn, and during 
fogs. 

Brakes. — Two must be provided, each 
of a different and separate system. 

Horns. — Required. 

Number Plate. — Number of circulation 
permit to be fixed in front and rear of 
car 16 inches from the ground. 

Rules of the Road. — The general rule 
of the road is to keep to the right and 
pass to the left, but in several provin- 
ces, notably in those of Rome and Ge- 
noa, the rule is reversed, and the same 
is true in many cities. The result is 
very confusing, and only by excessive 
care and due inquiry can accidents be 
avoided. 




Dangerous descent. 



Dangerous turning. 





"Go slowly." This may 
indicate a danger, but also a 
police regulation. 



Road " up," 

or 
Interrupted. 




;02 lOURtNC CLUB ITALIANS 



ARRESTO 



Winding road with sharp 
turnings. The kilometric 
length of the part affected is 
usually indicated on the post. 



" Stop." This usually in- 
dicates an urgent real danger, 
but sometimes also stoppages 
reqirired by the law — e.g.. Cus- 
toms, roads closed, etc. 



Speed. — Must not exceed 12 kilome- 
ters (7 Mi miles) in built-up sections, 
40 kilometers (25 miles) in country. In 
the latter case the speed must be di- 
minished to 15 kilometers, unless the 
road is exceptionally straight and the 
light good. 

Roads. — Inferior to those in France, 
bad in the neighborhood of large cities. 
Touring south of Naples, in Sicily and 
Sardinia, not recommended. 

Touring Club of Italy. — Via Monte 
Napolene, Milan. Membership will be 
found very useful in many ways. Mem- 
bers are entitled to special rates at ho- 
tels and are also able to obtain a special 



428 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



quality of gasoline (Essende) , which, 
owing to the poor quality of that us- 
ually sold, the club has undertaken to 
supply at certain stores along the. most 
freouented routes. 

LUXEMBOURG. 

Customs. 

Duties are 10 francs for 100 kilos for 
automobiles, but for temporary impor- 
tation the same usages are in vogue as 
for Germany. 

Two months constitutes residence, 
when taxes are 30 francs per annum 
for three seats, chauffeur's included, and 
50 francs for more. 

Circulation Permits, Driving Licen- 
ses and Rules of the Road. 

Driver. — Must be at least 18 years of 
age. 

Lights. — Two white lights to be 
placed in front. 

Brakes. — Sufficient. 

Horns. — Loud sounding horn to be 
heard at 50 meters. 

Rules of the Road. — Keep to the right 
and pass to left. Give velocipedes a 
clear space of 1 meter 50. 

Speed. — 35 kilometers an hour in open 
country, and a speed not exceeding that 
of a horse at a slow trot is ordered in 
towns. 

NORWAY. 

Duty 15 per cent ad valorem on cer- 
tificated value of car. signed by makers 
or agents. Returnable. 

PORTUGAL. 

Customs. 
Duty on automobiles is 120 reis, or 
about 480 francs. Temporary importa- 
tion for one month is allowed, on de- 
positing the duty, for which a receipt 
is given. On leaving the country, the 
amount is repaid. The month's license 
may be renewed. Foreigners should be 
able to show papers establishing domi- 
cile in the country they come from. 

Circulation Permits, Driving Licen- 
ses and Rules of the Road. 

Credentials. — The Public Works De- 
partment issues licenses which are re- 
newable every four years. A plaque is 
provided by the department. 

Driver. — Must have a license to drive, 
which is issued after examination. 

Lights. — Two lanterns in front, of 
which one must be a green light and 
the other a white light. 

Brakes. — Two separate systems of 
brakes are prescribed. All vehicles over 
350 kilos in weight must be able to 

Horn. — Trumpets or other loud signal 
required. 

Rules of the Road. — Keep to the left 
and pass on the right, as in England. 

SPAIN. 
Customs. 
The duty is divided into two portions 
as follows : 



1. Duty on chassis weighing up to 
1000 kilos, 8d. per kilo. ; over 1000 kilos, 
lOd. per kilo. 2. If an open car add 
200 kilos ; if a closed car add 400 kilos. 

The duty is refunded at the frontier 
station at which it was deposited ; but 
if leaving the country at a different 
place, application can be made to the 
Customs agent at that point to carry 
out the necessary formalities to obtain 
the refund of the money. 

Mr. Joachim Lafitte, 6 Avenue de la 
Liberte, Biarritz, is in a position to is- 
sue special permits by the aid of which 
cars may be entered for a short period 
free of duty. Automobilists proceeding 
to Spain by way of Biarritz would do 
well to consult Mr. Lafitte. He charges 
for this permit about Fes. 10. 

Circulation Permits, Driving Licen- 
ses and Rules of the Road. 

Credentials. — Circulation permit for 
car is necessary, and driving licenses 
are issued by the civil governor of the 
province. British or French licenses 
are usually accepted. The regulations 
are not strictly enforced, but tourists 
are advised to have their names regis- 
tered, and permits issued if necessary. 

Lights. — Two lanterns in front, of 
which one must be green. Red light in 
rear. 

Brakes. — Two separate systems pre- 
scribed, and machine must be able to be 
steered in short curves. 

Horn. — Loud bell or horn. 

Plates. — A plate is required showing 
name and address of owner, name of 
maker, type and number of series, the 
weight on each wheel when automobile 
is loaded. 

Rules of the Road. — Keep to the right 
and pass to the left. 

Speed. — 12 kilometers (7 miles) per 
hour, save in the open country, where 
28 kilometers (17 miles) an hour is the 
maximum. Slow up in crowds and nar- 
row streets. 

Roads.— Generally bad, and gasoline 
is hard to obtain. 

SWEDEN. 

Customs. 

Duties are 15 per cent ad valorem, 
the value being proved by the original 
invoice. 

Circulation Permits, Driving Licen- 
ses, Rules and Regulations. 

The police issue numbers and permits. 

Rules of the Road. — Keep to the left. 
In passing a horse led by the bridle, 
pass on the side of the person leading 
the horse. 

Speed. — Go slowly in the city. 

Roads. — While each department has 
its own rules, Stockholm may be taken 
as a general example. Here, certain 
roads are forbidden to automobiles, for 
example : The Vesterlanggatan and ad- 
jacent streets, Iakobsgatan between 
Malmtorgsgatan and Vestra Tradgards- 
gatan ; Hamngatan between Malmskil- 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



429 



nadsgatan and Regeringsgatan, and be- 
tween Gothgatan and Hornsgatan 
streets. 

RUSSIA. 

Customs. 

Duties^are, for automobiles, two seats, 
162 roubles, about 432 francs, and for 
four seats. 237 roubles, or about 634 
francs. Foreigners, on crossing the 
frontier, must deposit the duties and 
should receive a receipt. On condition 
that it is proved that the automobile 
actually left the country the duties are 
returned, but some considerable delay is 
experienced in this payment. 

Rules of the Road. — Keep to the right 
and pass to the left. Each commune 
has the right of imposing its own par- 
ticular rules. Armed with a passport, 
viseed by a Russian Consul, the auto- 
mobilist cannot do better than inquire 
of local officials for details concerning 
various traffic rules. 

SWITZERLAND. 

Customs. 

Duty 40 francs ($7.80) per 100 kilos 
(220 lbs.), repayable in full on the car 
leaving the country within six months. 

If the weight of the motor can be 
proved exactly, it can be taxed separate- 
ly at 4 francs per 100 kilos. The auto- 
mobilist is supplied with a passavant as 
in France, which is valid for one year. 

Circulation Permits, Driving Licen- 
ses and Rules of the Road. 

Credentials. — Circulation permits and 
driving licenses are issued, but in case 
of tourists the permits and licenses is- 
sued in their own country are generally 
accepted, but must be presented to the 
Swiss authorities for endorsement. 

The following cantons in Switzerland 
agreed, June 13, 1904, to uniform regu- 
lations in regard to automobiles : Zu- 
rich, Berne, Lucerne, Schwyz, Unter- 
wald-le-Haut, Unterwald-le-Bas, Glaris, 
Zoug, Fribourg, Soleure, Bale-ville, 
Bale-campagne, Appenz?ll-Rh.. exterior 
and interior, Saint Gall, Ar.s;ovie, Tes- 
sin, Vaud, Valais, Neuchatel, Geneve 
and Schaffouse. 

Lights. — Two lanterns are required — 
the one on the right must be white, 
while that on the left must be green ; 
in the rear, a red lantern. Particular 
care must be exercised in regard to 
having the "tail" light always lit when 
the automobile is standing still. 

Brakes. — Two independent brakes are 
required, and they must be employed (or 
one of them) in going down hill. 

Horn. — A horn is prescribed as a 
warning signal, and this must be used 
in turnings and during fogs, in ap- 
proaching or passing vehicles and per- 
sons. 

Rules of the Road. — Keep to the right, 
pass on the left. Never run in front 
of man or vehicle at right angles. 

Speed. — The speed limit varies in dif- 
ferent cantons, and is as low as 5 kilo- 
meters (4 miles) per hour in some 



towns and villages. The general limit 
on open country roads is 30 kilometers 
(20 miles) per hour. 

The police enforce the regulations 
most severely in Switzerland and motor- 
ists are constantly fined for trivial of- 
fenses. 

Give Swiss Federal diligences a wide 
berth and stop to let them pass. Be- 
ware of trouble with flocks and herds. 
Avoid all roads which are manifestly 
intended for pedestrians or vehicles 
other than automobiles. In case of a 
panne, see that your automobile is 
placed on the right side of the road, or, 
in narrow passages, on the sidewalk. 

Roads. — The roads are generally good, 
and there is no difficulty in obtaining 
supplies of gasoline. Great care must 
be taken when driving through villages 
and when meeting other traffic on the 
mountain roads. 

Closed Roads and Open Passes. — The 
following routes are forbidden for auto- 
mobiles: All the Alpine passes; valley 
roads at the side of the canton of Va- 
lais. You can go along the Rhone road 
as far as Brigue, and for the St. Goth- 
ard you can go as far as Goesehenen. 
All roads in the canton of Grisons are 
forbidden, also the road to Lucerne to 
Briinig by way of Giswil. The Grimsel 
road from Hof is forbidden. Also the 
Frutigen road to Kandersteg, between 
Reichenbach to Kienthal. The Diemti- 
gen road is also forbidden. 

Briinig Pass. — Open every day from 9 
a. m. to 4 p. m., except Sunday. Special 
permits must be obtained from the po- 
lice in Briinig or Giswil. Speed limit 
10 kilometers (7 miles) per hour. 

St. Gothard Pass. — Open every day, in 
the morning from 5 a. m. to 8 a. m. ; in 
the evening from 7 p. m. to 9 p. m. 

Simplon Pass. — On June 25. 1906. the 
S'mplon Pass was opened to automo- 
biles. 

Only duly authorized chauffeurs hold- 
ing permits will be allowed to make the 
journey. 

No crossing of the Pass by night is 
to be allowed. 

Before traversing the Pass, notifica- 
tion must be made to the gendarmerie 
of Brigue on the Swiss side, or to the 
gendarmerie of Gondo on the Italian 
side, who will give applicants a permit, 
on which the rules and conditions are 
printed. 

No automobile will be allowed to 
cross the Simplon in less than four 
hours and a half. Speed will be checked 
by officials at places on the route. 

Automobiles will be allowed to cross 
the Pass in June and September, except- 
ing Thursdays. Saturdays and Mondays, 
and during July and August every day 
except Thursdays. 

Automobiles meeting carts or car- 
riages must take the outside. 
TURKEY. 

Automobiles are not allowed in Tur- 
key. Not much is lost, however, as the 
roads are not adapted to automobile 
traffic. 



SPORTS 



CYCLES IN EUROPE 



CYCLES IN ENGLAND. 

Bicycles should be crated for an ocean trip. 
The charge varies with different lines, but the 
expense is usually about $2.50. The roads 
all over Europe are superb, and a bicycle is 
an extremely convenient method of getting 
around in good weather. In England par- 
ticularly the distances are so short that a per- 
son who can make forty or fifty miles in a day 
on a wheel can cover a vast amount of terri- 
tory without waiting for the innumerable 
stops at the inevitable English junctions. 
Bicycling is also a very popular pastime in 
France. Bicycles can be hired anywhere in 
Europe, and if the trip is not to be professedly 
a bicycle trip, is is often cheaper to rent the 
bicycles. Motor cycles must be crated for the 
voyage and the charge is usually $5.00. The 
tank must be empty. 

Cyclists are recommended to become mem- 
bers of the Cyclists' Touring Club (47, Victoria 
Street, Westminster), as the production of 
membership ticket on landing at several 
Continental ports and frontiers will insure 
passage through Customs without payment 
of duty or deposit. Forms of application for 
membership may be obtained at Cook's 
Tourist Offices. Membership of the French 
Touring Club will secure similar facilities. 

The following are the charges on Bicycles 
at owner's risk from London, &c, to various 
Continental ports; Tandems and Tricycles 
are charged extra rates: — London — Calais, 5/-; 
London — Flushing, 5/-; London (Harwich) — 
Antwerp, Hook or Rotterdam, 10/- packed, 
5/- not packed; London (Harwich) — Ham- 
burg, 15/- packed, 7/6 not packed; London 
(Newhaven) — Dieppe, Rouen, Havre, Paris, 
Fecamp, 5/-; Newhaven — Dieppe, 4/-; when 
the gross weight of Baggage, including Cycles, 
exceeds 66 lbs. per Passenger, %d. per lb. 
on any excess weight up to a maximum of 
30 lbs. in the case of a Bicycle, 45 lbs. on a 
Tandem or Triplet Bicycle, or 60 lbs. on a 
Tricycle or Bicycle to carry more than three 
persons, is allowed upon the above-mentioned 
fixed charges. London (Southampton) — 
Havre or Cherbourg, 3/-, Jersey and Guernsey 
3/6, St. Malo or Granville 4/-, Southampton 
to Cherbourg 2/-, Havre, 2/6, Jersey and 
Guernsey 2/6, St. Malo or Granville 3/-, Thule 
line, London — Gothenburg, one bicycle free. 

Bicycles and Tricycles can now be 
registered to towns in France served by the 
Nord Railway; also to Austria, Belgium, 
Germany, Holland. They are treated as 
ordinary luggage, and are weighed in with 
other registered luggage, but when excess 
weight is chargeable a rebate of Hd. per lb. 
will be deducted, but are subject to extra 
charges, as follows: — 



Tricycles 
or Tandem 
Bicycles Bicycles 
To France (towns on 
Nord Rly.) via Calais. . 5s. ' 10s. 

Via Calais to Belgian 
towns; and Herbesthal 
or Bleyberg to Ger- 
many, and via Ger- 
many, except to Rus- . 
si an towns,Copenhagen 
and Trieste; and Lux- 
emburg, to Bale, Lux- *♦ 
emburg, Metz, Mul- 
house, Strasburg, and 
Zabern 5s. lOd. lis. 8d. 

V%a Ostend to Bel- 
gian towns; and Her- 
besthal or Bleyberg 
to Germany, and via 
Germany, except to 
Russian towns and 
Trieste; and Luxem- 
burg to Bale, Luxem- 
burg, Metz, Mulhouse, 
Strasburg, and Zabern 3s. 7d. 7s. 2d-. 

Via Flushing to Hol- 
land, Germany, and via 
Germany, except to 
Russian and Scandina- 
vian towns 5s. 10s. 

V ia Flushing to 
Scandinavian and Fin- 
land towns, via Kiel or 
via Lubeck 7s. Od. 15s. Od. 

Cycles may also be registered via Harwich 
to the principal Continental towns (except 
to Russia, Carlsbad, Innsbruck and to Swiss 
Stations beyond Bale via Harwich and Ant- 
werp). 

The Baggage Insurance advertised by Thos. 
Cook & Son includes insurance of Cycles 
against loss. 

N. B. — On entering countries where the 
duty is claimed, to be afterwards refunded 
on leaving care must be taken to demand a 
written declaration of intention to reclaim 
the duty, otherwise it will not be refunded. 
Each bicycle should bear a number on the 
frame, and a name-plate attached. 

Algeria. — The charge of the Transatlantic 
S. S. Company for conveyance of a Cycle from 
Marseilles to Algiers, or vice versa, is 5 fcs. 
The duty is 2 fcs. 50 c. per kilo, refunded on 
leaving. 

Members of the C. T. C. are admitted free 
on presentation of the Club Ticket. 

Austria and Hungary. — On entering 
Austria or Hungary, a duty of 25 gold florins 
is charged, and a receipt obtained in order to 
reclaim the duty on leaving the country. 
Members of the C. T. C. can obtain free entry 



430 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



431 



on presenting the Special Customs Ticket for 
Austria or Hungary, with photo, endorsed by 
the Secretary. A lead seal will be attached, 
which must not be removed. 

Australia. — Used Cycles free if accom- 
panied by owner; new cycles 20 per cent, ad 
valorem duty. 

Belgium: — The duty (12% ad valorem) 
is charged, but is refunded when leaving. 
Cycles treated as registered luggage on rail- 
ways. Members of the C. T. C. will not be 
charged duty on production of their Special 
Customs Ticket, with photo, endorsed by the 
Secretary. A fixed charge of 70 c. per bicycle 
is made between any two stations of the Bel- 
gium State Railways, or 1 f. between stations 
on the B. S. Railways and stations on other 
Belgian Railways. 

Denmark. — Duty, 10%, must be paid on 
arrival, and reclaimed on leaving. Members 
of C.T.C. free. 

France. — Duty on cycles is charged by the 
French Customs at the rate of 2 f. 20 c. per 
kilo but will be refunded on leaving France. 
A "consignation" (returnable receipt) must 
be demanded and given up at the frontier 
on leaving France. Cyclists of foreign coun- 
tries staying a limited time in France, will 
not be charged duty at any French port or 
frontier, but must apply immediately on 
entering France for a constat d'entree on pay- 
ment of 60 centimes, available for three 
months. On French railways Cycles are 
accepted as passengers' luggage, Transport 
of Cycles by Petite Vitesse, (goods train) is 
charged at 27 ct. per 1000 kilos per kilometre. 
For riding in France every Cycle must be 
provided with a plate containing the name 
and address of the owner, which should be 
fixed before leaving England. 

Germany. — On entering Germany no duty 
is charged unless the machines are for com- 
mercial purposes. Unpacked bicycles with 
one seat are on the Prussian State lines charg- 
ed at a fixed rate of 50 pfennige, to be paid 
at the Booking Office in exchange for a spe- 
cial ticket, which must be shown to the official 
in charge of the luggage van, who will receive 
the bicycle. Cycles are not conveyed by all 
express trains. All parcels and the lamp 
must be removed from the machine. Pass- 
engers must take their cycles to or from the 
luggage van. In South Germany and be- 
tween Germany and other countries cycles 
are considered as passengers' luggage weigh- 
ing 20 kilos. On entering Alsace-Lorraine 
from France, the duty (about 30 centimes per 
kjlo) may be demanded, in which case a re- 
ceipt should be obtained, which should be 
presented on leaving the country, in order to 
obtain refund. 

Gibraltar. — No duty is charged on Cycles 
arriving at Gibraltar. 

Greece. — Duty 15 drachmae, part of which 
will be refunded on leaving, on production of 
receipt. 

Holland. — The duty on Cycles entering 
Holland is 5% of their value; but the mem- 
bers of the C.T.C. and other cyclists accom- 
panying their machines will not be charged 
duty. Cycles are treated as registered lug- 
gage, and charged for at the ordinary excess 
luggage rate in force, and applying to the 
description of ticket held by the passenger, 
viz, 20 cts. for any journey in Holland. 
Tandems are reckoned as weighing 30 kilos 



and charged at ordinary baggage tariff. A 
Safety Bicycle is considered as weighing 20 
kilos, and a Tricycle 40 kilos. 

India.— A duty of 5% is charged on Cycles 
landing in India. Cycles are treated as re- 
gistered luggage on the railways, and not 
charged for if their weight and that of the 
other registered luggage does not exceed the 
usual free allowance. In Ceylon used bicycles 
are admitted free. 

Italy. — On entering Italy a declaration is 
required that the owner will only stay a 
limited time in the country, and the duty. 
42 f. 60 (m gold), will be refunded at the fron- 
tier (in silver or paper) on leaving. Cycles 
are treated as registered luggage on the rail- 
ways, and considered as weighing 30 kilos, 
or if packed in a crate or more than one seat 
45 kilos. Members of the C.T.C, the French 
Touring Club, the Union Velocipe"dique de 
France, the Unione Velocipedistica Italiana 
and Touring Club Ciclistico Italiano do not 
pay duty if they ride their cycles across the 
frontier, or pass the cycles through a frontier 
custom house, provided they obtain from 
Customs Officials a Certificate of Temporary 
Importation, which can only be obtained 
personally at the frontier. If the cyclist is 
resident abroad the certificate is available 
for three months only; if the cyclist is resi- 
dent in Italy the certificate is available for 
twelve months. In the latter case the tax, 
10 lire, must be paid. The fees amount to 
about 1 f. 35 c. Bicycles registered to any 
interior town in Italy are charged 42 fire 60 c, 
and have to pay 1 1. 35c. for registration. 
The duty is refunded on leaving Italy. On 
Italian railways the charge for conveyance 
of Cycles is 0.464 c. per kilometre per ton. 
Cycle accessories must be packed separately 
unless belonging to members of C. T. C. If 
desirous of staying any length of time in an 
Italian town, the owner of a Bicycle must give 
notice at the Municipality, paying the tax 
(10 lire), and must conform to all local regu- 
lations. 

New _ Zealand. — 20% duty ad valorem. 
Used Bicycle accompanied by owner free if 
in his possession over 12 months. 

Norway. — A duty of 30 kroner must be 
paid, and can be reclaimed on leaving the 
country. Foreigners can introduce cycles 
free of duty on making affidavit that the 
machine will be taken out of the country 
within a limited time. Members of the C.T.C. 
(International Touring Club), Deutscher 
Touring Club, Algemeene Nederlandsche 
Wielrijders Bond, and the Deutscher Rad- 
faherr Bund can pass their machines free of 
duty. Cycles are treated as registered lug- 
gage on the railways (25 kilos of baggage al- 
lowed free) . 

Portugal. — Duty 27%, which will be re- 
funded on leaving. 

Russia. — The duty is IS roubles (about 
57/6) each Cycle, which will be refunded on 
leaving, if a stamped declaration has been 
made on entering that a claim for refund would 
be made. 

Spain. — The formalities attendant on tak- 
ing Cycles into Spain render it advisable to 
engage the help of an agent at the frontier, 
or of the International Agency at Hendaye 
or Cerbere, in order to correctly fill up the 
Customs declarations. Duty 70 pesetas per 
100 kilos, which will be refunded at the same 



432 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



frontier station on leaving if a proper declara- 
tion is made at the time of payment. Cycles 
conveyed as registered baggage at owner's risk. 

Sweden. — Duty 25 kr. (28s.), refunded 
if claimed within two months. A cycle for 
personal use will be admitted without duty, 
a declaration being signed at the Custom 
House. In all towns of any importance, num- 
ber plates (obtainable from the police on 
small payment) have to be affixed before 
using the cycle. 

Switzerland. — A duty of 70 c. per kilo 
is charged on entering, and refunded on leav- 
ing. On the railways machines are treated 
as baggage, which is charged at the rate of 
50 c. per 100 kilogrammes per kilometre. 
On the lake steamers a fixed charge varying 
from 50 c. to 150 is made for any distance. 
Members of the C.T.C., and principal clubs 
of other countries are admitted without pay- 
ing duty on production of their card of mem- 
bership bearing the seal of the Society, 
photograph and signature of holder, member- 
ship number, description and number of 
machine and name of maker, signature of 
the president of the Club. Membership of 
the C.T.C. can be obtained through Thos. 
Cook and Son's Chief Office, and of the Tour- 
ing Club Suisse through Thos. Cook and Son, 
Geneva Office (Annual Subscription, 5 f.). 
In some towns, such as Geneva and Bale, 
number plates (obtainable at the Hotel de 
Ville on small payment) must be affixed to 
the machine. On the Lake of Lucerne Steam- 
ers a charge of 1 f. 50, and on the Lake of 
Geneva 50 c. is made for Cycles. 

Turkey. — The duty on Cycles is 8% on 
value. 

United States op America. — The duty 
on Cycles is 45 per cent. Members of the 
C.T.C. can have one cycle admitted free on 
production of Special Club Customs Ticket, 
with photo, endorsed by the Secretary. 

Our cuts pages 433, 434 show some excellent 
paraphernalia for the traveler. The photo- 
graphs were made by Messrs. Brooks Bros., 
New York City, from goods in their store. 
The upper left-hand picture represents an 
English collapsible kit bag which is a most 
useful form of the carry-all. The upper 
right-hand engraving represents a hat box 
adapted to carry silk, derby, straw hats, caps, 
etc. It is most conveniently arranged and 
it does not form a heavy piece of baggage. 
The English gardening baskets are particu- 
larly useful in gathering wild flowers, ferns, 
mushrooms, etc., and can conveniently be 
carried in an automobile. The lower corner 
is occupied by a huntsman's boot kit, and 
contains boots, brushes, oil, boot hooks, etc. 
On the next page will be found engravings of 
luncheon baskets, camping outfits, etc.; the 
upper left-hand engraving shows a luncheon 
basket lined to exclude dust, alid fitted for 
from two to eight persons. The cost of such 
a basket varies from $10.00 to $100.00. The 
upper right-hand engraving shows a folding 
spirit lamp, which is very handy for travelers, 
as it is contained in a neat leather case. At 
the lower right-hand corner will be seen a 
tea basket fitted for from two to six persons; 
baskets like this are also made in combination 
for automobiling, coaching and outing. The 
expense of a tea basket like this is approxi- 
mately the same as a luncheon basket. A 
camp cooking outfit which is arranged to fit 



compactly into a single covered pail is seen 
at the lower left-hand corner. Such an outfit 
costs anywhere from $12.50 to $27.00. 

CONTINENTAL GOLF CLUBS 



Club. 



France — 

Hyeres 

(Costebelle) 

Le Touquet 

Nice 

Paris 

Pau 

St. Jean de Luz . . . 
* Valescure 

Vittel 

Germany — 

Baden-Baden 

Berlin 

Bremen 

Cologne 

Dresden 

Hamburg 

(Wentorf-Reinbek) 

Homburg 

Kiel. 

Kissingen. . 

Nauheim 

Wildungen 

Holland — 

Arnheim 

Doom 

Haarlem 

Hague (The) 

Hilversum 

Leeuwarden 

Scheveningen 

Italy— 

Dervio 

Florence 

Rome 

San Remo 

Malta — 

Malta 

Portugal — 

Oporto 

Russia — - 

Moscow 

St. Petersburg 

Spain — 

Gibraltar 

Sweden — ■ 

Gothenburg 

Switzerland — 

Interlaken 

Lucerne , 

Maloja , 

Montana , 

Montreux 

Regaz , 

St. Moritz 

Samaden 



18 
18 
18 
18 
18 
18 
18 
9 



9 
9 
9 
18 
9 

9 
9 

9 
9 

9 
9 



9 
9 
9 

18 
9 
9 
9 

18 



Season. 



winter 

summer 
winter 

all year 
winter 



summer 
all year 

summer 

summer 



spring, autm. 
winter 



Oct., June 
summer 



Fire-arms. — Travelers are allowed to 
take into France with them, as part of 
their personal luggage, one sporting 
gun, one sporting rifle, and one revolver 
or pistol not under 6 inches in length, 
on declaring same to be their private 
property. Fire-arms cannot be conveyed 
through Italy in personal luggage. Car- 
tridges must not be conveyed by train 
or by mail steamer. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



433 




SOME CONVENIENT TRAVELING KITS. 

For Motoring or Hunting Trips. (See page 432.) 



434 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 




LUNCHEON, TEA AND CAMPING KITS. (See page 432) 



PRACTICAL GUIDE TO LONDON 



BY FREDERICK A. A. TALBOT, OF HOVE, 
SUSSEX, ENGLAND, ENGLISH CORRE- 
SPONDENT OF THE SCIENTIFIC AMER- 
ICAN. 

Loudon, the capital city of the Brit- 
ish Isles, has an area of 693 square 
miles, which has expanded on all sides 
from the site of the "City," or London 
of ancient times, which is barely a 
square mile in extent. The traditional 
city was bounded by a wall, which the 
Romans built, and of which some por- 
tions may still be observed here and 
there, as, for instance, in the church- 
yard of St. Giles' Cripplegate and at 
the Tower. Access to the city was af- 
forded by a number of gates, of which, 
however, all traces have disappeared, 
and the sites of which can only now be 
traced by the names, viz. : Ludgate, 
Aldgate, Bishopsgate, and so on. The 
city, or ancient square, is essentially 
the business quarter, for its residen- 
tial population is approximately only 
25,000 ; but over a million and a quar- 
ter people pour in and out of this small 
area every week-day morning and eve- 
ning. 

The cost of a sojourn in London is 
often stated to be expensive, but such 
is entirely governed by the habits and 
tastes of the traveler. Accommoda- 
tion can be found to meet the require- 
ments of every purse. The Blooms- 
bury district, comprising the large area 
immediately contiguous to the British 
Museum, and within easy reach of the 
shopping and amusement centers, is 
that most favored by American tour- 
ists, though since the Great Western 
Railway have handled the American 
traffic from Fishguard, at which port 
the Cunard liners call, and also that 
of the German, White Star, and other 
lines, at Plymouth, the Bayswater dis- 
trict around Pacldington station, the 
London terminus of the Great West- 
ern Railway, has sprung very much 
into favor. In these districts apart- 
ments comprising room and board can 
be secured at £2, £3 and £4 weekly. 
If only a room and breakfast are re- 
quired then the terms may be as low 
as 21s. or 25s. per week, the remainder 
of the meals being taken at a hotel 
or restaurant as desired ; and which, 
it may be mentioned, is a system pos- 



sessing many recommendations. The 
same applies to the hotels, there being 
many establishments where one can 
live and board economically and com- 
fortably for about $2 per day, the 
terms including room, breakfast, lunch- 
eon, tea, dinner, and attendance. The 
middle-class hotels offer excellent fa- 
cilities for about $3 per day, while 
at the first-class hotels the prices range 
from $5 upward per day, according to 
the situation of the room. 

In the suburbs excellent private ac- 
commodation can be secured, but such 
should only be resorted to when a fair- 
ly lengthy stay is contemplated. The 
visitor arriving in London, and who 
only intends to spend a few days there- 
in, should select a hotel, resorting to 
a boarding house near the British Mu- 
seum for a sojourn of a week or two. 
The more suburban districts have the 
advantage of being quiet, secluded cen- 
ters, within cheap and easy access of 
the city and the west end of the me- 
tropolis. 

On reaching the metropolis the trav- 
eler can, if he desires, drive direct to 
his hotel with his baggage. If the 
latter is not bulky, a taxicab or han- 
som cab will be the most convenient 
and expeditious. In order to be saved 
from exorbitant charges by the latter, 
the traveler, upon reaching his hotel, 
should request the hall porter to as- 
certain the legal fare due, giving the 
point from which he has been driven, 
and in this manner disputes can be 
avoided. The cab fares are levied ac- 
cording to a schedule prepared by the 
police department, and adherence to 
these scales, whether by time or dis- 
tance, is very rigidly enforced. If the 
visitor is ever in doubt as to the cor- 
rectness of the fare demanded he should 
not hesitate to refer the matter to a 
policeman, who will promptly deter- 
mine the legality or otherwise of the 
cabman's demands. 

Should a' party of visitors, or family, 
wish to travel by vehicle to a certain 
hotel or boarding house, the cheapest 
and most expeditious means is to char- 
ter one of the railway private omni^ 
buses. This can be done in advance, 
by notifying the officials at the port 
of disembarkation, and when the train 



435 



436 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



reaches its destination the vehicle will 
be waiting alongside. These private ve- 
hicles will carry six or eight passen- 
gers, together with about half a ton 
of baggage, and the cost of such trans- 
portation for a distance up to four 
miles will only aggregate a few shil- 
lings — about half the cost by any 
other conveyance. 

In the matter of transportation Lon- 
don is one of the best and most ade- 
quately provided cities in the world. 
Moreover, travel is cheap. Seventeen 
trunk railways have termini in Lon- 
don, there is an intricate and complete 
network of local lines serving nearly 
four hundred stations in the suburbs, 



Antwerp, Hamburg, Rotterdam, and 
other Continental ports) ; also con- 
nected with the North of England and 
Scottish Railway systems. 

Great Eastern, Liverpool Street, 
near Bank of England. Trains to the 
eastern counties between the north 
bank of the Thames and the Wash, 
including such centers as Cambridge, 
Ely, Ipswich, Norwich, Peterborough, 
Yarmouth, Lowestoft, Southend, etc. 
Daily steamship service between Lon- 
don and Rotterdam via Harwich, by 
the Hook of Holland Route. 

Great Northern Railway, King's 
Cross, N. W. The East Coast route 
to Scotland ; also serves Peterborough, 




BUSY LONDON BRIDGE TEEMS WITH TRAFFIC 



while cabs, omnibuses — both horse and 
power — a street tramway service 
stretching over a large mileage, serves 
the ten thousand or more streets, and 
numerous underground electric tubes 
and railways afford rapid and cheap in- 
tercommunication with various points. 
The following are the great trunk rail- 
ways and their termini in London : 

Great Central Railway, Marylebone 
Station, W. Trains to Liverpool, Man- 
chester, Sheffield, Nottingham, Strat- 
ford-on-Avon, Grimsby (from which 
port there is a steamship service with 



Nottingham, Leeds, York, Newcastle 
and the Tyne. 

Great Western Railway, PaddingtoH 
Station, W. Serving the whole of the 
West of England, between London and 
Penzance, South Wales, the upper 
reaches and beauty spots of the 
Thames : Oxford, Henley, Bath, Bris- 
tol, Plymouth, Birmingham, Chester, 
Birkenhead, Stratford-on-Avon, War- 
wick, etc. This railway possesses the 
new route between Fishguard (where 
the Cunard liners disembark passen- 
gers on the eastward journey) and 






SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



437 



London. Plymouth is the point of dis- 
embarkation for White Star and Ger- 
man liners on the eastward journey. 
Steamship service between Fishguard 
and Ireland, for Killarney, Weymouth 
and the '' Channel Islands, Plymouth 
and Brest. 

London and North Western, Euston, 
N. W. The West Coast route to Scot- 
land. Trains to Liverpool, the Eng- 
lish Lake district, Manchester, North 
Wales, Stafford, Birmingham, Peter- 
borough, Northampton, Rugby, Ban- 
bury, Oxford, Leamington, etc. The 
main route between London and Liver- 
pool for the trans-Atlantic steamship 
service ; also between Holyhead and 
London. Steamship service between 
Holyhead and Dublin in connection 
with the overland route between Lon- 
don and Queenstown in connection 
with the trans-Atlantic steamship ser- 
vice. 

London and South Western, Water- 
loo, S. E. Serves the whole of the 
Southwest of England between London 
and Plymouth. Trains to Windsor, 
upper reaches of the Thames : Ports- 
mouth, Guildford, Winchester, Salis- 
bury, Exeter, Plymouth, Isle of Wight, 
Bournemouth, New Forest, etc. South- 
ampton is the port of arrival and de- 
parture for several Atlantic lines. 
Steamship service between London and 
Channel Islands, St. Malo, Cherbourg 
and Havre (for Paris) via Southamp- 
ton. 

London, Brighton & South Coast 
Railway, Victoria (West End), and 
London Bridge { city ) . Serving re- 
sorts on south coast, between Hast- 
ings and Portsmouth, including East- 
bourne, Brighton, Worthing, Southsea ; 
also Chichester, Arundel, Leatherhead, 
Dorking, Guildford, Tunbridge Wells. 
Steamship service twice daily between 
London and Paris via Newhaven and 
Dieppe. 

London, Tilbury and Southend 
Railway, Fenchurch Street, E. C. 
Serving places along the north bank 
of the Thames as far as Southend and 
Shoeburyness. Passengers embarking 
and landing at Tilbury, in connection 
with trans-Atlantic steamers arriving 
in the Thames, travel by this line. 

Midland Railway, St. Pancras, 
N. W. Route to Scotland, passing 
through the central counties of Eng- 
land, and serving Northampton, Leices- 
ter, Birmingham, Lincoln, Sheffield, 
Leeds, Bradford, Carlisle, the Peak 
district, English Lakes; also stations 



in the north of Ireland, between Bel- 
fast and Londonderry. Mail steam- 
ship service between London and Bel- 
fast via Heysham, and between Bel- 
fast, Barrow, and Isle of Man. 

North London Railway, Broad 
Street, E. C. A suburban service in 
the northwestern districts of London ; 
also direct communication between the 
city and North of England, by the 
London and Northwestern Railway. 

South Eastern and Chatham Rail- 
way. Six termini in London : Victo- 
ria and Charing Cross (West End), 
Holborn Viaduct, Ludgate Hill, St. 
Paul's, and Cannon Street (city). 
Trains to all parts of southeastern 
counties, including Gravesend, Strood, 
Rochester, Whitstable, Ramsgate, Mar- 
gate, Deal, Dover, Folkestone, Win- 
chelsea, Hastings, Tunbridge Wells, 
Canterbury, Maidstone, Dorking. Ex- 
cellent suburban service on south side 
of river. Shortest and most direct 
route between London and the Conti- 
nent. Twenty services daily : Dover 
and Calais, for Paris (twenty-mile sea 
passage, one hour) ; Folkestone and 
Boulogne, for Paris, Dover and Os- 
tend, Queenborough and Flushing. 
Trains to all parts of the Continent 
connect with the boats at Continental 
ports. 

The quickest and simplest means of 
traveling about London — that is, the 
area of the greatest sight-seeing in- 
terest to the tourist — is by means of 
the electric underground railways, 
which are to the English metropolis 
what the subway is to New York. 
They bring the City and West End 
into direct " communication, and also 
link up the various terminal stations 
of the great trunk railways. More- 
over, there are several junctions where 
the underground systems cross one an- 
other, and at such points there is in- 
tercommunication by means of sub- 
ways. Travel is greatly facilitated by 
the issue of through tickets, which 
save the traveler procuring a new 
ticket for respective railways. The 
underground railways are as follows : 

The Metropolitan and District. The 
main system of these combined rail- 
ways forms an irregular oval, called 
the "Inner Circle," which links the 
City with the fashionable West End ; 
also affords communication between 
the termini of the trunk railways. The 
line runs parallel with the main ar- 
teries of traffic, such as the Strand 
and Fleet Street. Starting from Char- 



438 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



ing Cross, which is the most conveni- 
ent center, the stations, traveling east- 
ward, are : 

Charing Cross: — Junction with Bakerloo Tube 
and South Eastern Railway. 

Temple. 

Blackfriars: — Junction with South Eastern 
and Chatham Railway, convenient for 
Fleet Street, Ludgate Hill, St. Paul's Cathe- 
dral, Thames Embankment (eastern end), 
Queen Victoria Street. 

Mansion House: — For St. Paul's Cathedral, 
Bank of England, Mansion House and City. 

Cannon Street: — Junction with South Eastern 
and Chatham Railways; convenient for 
city, also "London Stone," oldest memorial 
of London in existence, built into wall of 
St. Swithin's Church, opposite station. 

Monument: — For London Bridge, Monument, 
Billingsate Market, and south side of river. 

Mark Lane: — For Tower of London, Mint, 
Tower Bridge. 

Aldgate: — For east end of city. 

Bishopsgate: — For Bishopsgate Street, TJ. S. 
Consul, 12 St. Helen's Place, also subway 
connection with Great Eastern and North 
London Railways. 

Moorgate Street: — For London Wall, City, 
Bank of England, Guildhall. In proximity 
to the electric City and South London, and 
Great Northern and City Tubes. 

Aldersgate Street: — for Charterhouse, St. 
Giles' Church, Cripplegate, Smithfield 
Market, General Post Office. 

Farringdon Street: — For Holborn. 

King's Cross: — Subway connection with 
King's Cross, and St. Pancras (termini of 
Great Northern and Midland Railways), also 
City and South London Tube. 

Gower Street: — For Euston Station (London 
and North Western Railway). 

Portland Road: — For Regent's Park and 
Zoological Gardens. 

Baker Street: — A busy junction involving 
changes for extension lines of the Under- 
ground to St. John's Wood, Willesden, 
etc., junction with Bakerloo Tube, and also 
close to Marylebone Station of the Great 
Central Railway. 

Edgware Road :— Change for Extension Line 
to Westbourne Park and Hammersmith. 

Praed Street: — Subway connection with 
Paddington Station, Great Western Rail- 
way. 

Queen's Road: — For the shipping district in 
Westbourne Grove. 

Notting Hill Gate: — For Kensington Gardens. 

High Street, Kensington: — For Kensington 
Gardens and Palace. 

Gloucester Road: — Junction with under- 
ground line to Earl's Court and Hammer- 
smith. 

South Kensington: — For Victoria fcnd Albert 
Museum, Imperial Institute, Albert Hall; 
change for Earl's Court and Exhibition. 
Junction with Piccadilly Tube. 

Sloane Square. 

Victoria: — Connection with Victoria Station 
(terminus of London, Brighton and South 
Coast Railway, and South Eastern and 
Chatham Railways). Convenient for Buck- 
ingham Palace, Piccadilly, Roman Catholic 
Cathedral. 

St. James Park: — For St. James and Green 
Parks. 



Westminster: — For Westminster Bridge, 
Houses of Parliament, Whitehall and Tra- 
falgar Square, Westminster Abbey. 

Charing Cross: — In addition to these there are 
short branches from the Inner Circle, that 
on the east going from Aldgate to Barking 
to link up with the London Tilbury and 
Southend Railway; the Northwest Exten- 
sion from Baker Street to West Hampstead, 
Kilburn, etc.; on the west to Hammersmith, 
Richmond, Shepherd's Bush and West- 
bourne Park; on the southwest to Putney 
and Wimbledon. 

The Central London Electric Railway, 
a tube running in almost a straight line 
from the Bank of England in the City, about 
six miles to Shepherd's Bush where is a 
station at gates of the Exhibition Grounds. 
The stations from the Bank are as follows: 

Bank: — For Bank of England and City. 

Post Office: — For Newgate Street, Central 
Criminal Court, General Post Office, St. 
Paul's Cathedral, Ludgate Hill, Cheapside. 

Chancery Lane: — For Lincoln's Inn, Gray's 
Inn, Law Courts, Holborn, Fleet Street, 
Strand. 

British Museum: — For British Museum, 
Shaftesbury Avenue, and New Oxford 
Street. 

Tottenham Court Road: — For Charing Cross, 
National Picture Gallery and Trafalgar 
Square, Tottenham Court Road and Oxford 
and New Oxford Streets; junction with 
Hampstead Tube. 

Oxford Circus: — Center of shopping district 
comprising Regent, and Oxford Streets; 
junction with Bakerloo Tube. 

Bond Street: — For Wallace Collection, shops 
and picture galleries of Bond Street. 

Marble Arch: — For Hyde Park. 

Lancaster Gate: — For Hyde Park and Ken- 
sington Gardens; Paddington Station near 
by. 

Queen's Road: — For shopping district around 
Westbourne Grove, and Kensington Gar- 
dens and Palace. 

Nottinghill Gate. 

Shepherd's Bush: — Connection with trams 
running to Hampton Court. 

Wood Lane: — For Exhibition at Shepherd's 
Bush. 
The City and South London Railway runs 

from the southern suburb of Clapham, 

through the city, at right angles to the other 

lines, as far as Euston Station. The stations 

are: 

Clapham Common. 

Clapham Road. 

Stockwell: — for the suburban shopping dis- 
trict of Brixton 

Oval: — For Oval Cricket Ground. 

Kennington. 

Elephant and Castle: — Junction with Baker- 
loo Tube running to Baker Street. 

Borough: — Borough for St. George's Church. 

London Bridge: — Junction with London, 
Brighton, and South Coast and South 
Eastern and Chatham Railways; also 
south side of London Bridge and Southwark 
Cathedral. 

Bank: — For Bank of England and City; junc- 
tion with Central London and Waterloo and 
City Tubes. 

Moorgate: — For London Wall, Liverpool 
Street Station, Guildhall; junction with 
Great Northern and City Tube. 



BCIEXTIMC AMERICAN HANDBOOK OF TRAVEL 



439 



Old Street: — Junction with Great Northern 
and City Tube. 

City Road. 

Angel: — For Agricultural Hall. 

King's Cross: — Junction with Piccadilly Tube 
and District Underground Railways; also 
Great Northern and Midland Trunk Rail- 
ways. 

Euston: — Connection with London and North- 
western Railway; also junction with 
Hampstead Railway running to Highgate 
and Golder's Green. 
The Hampstead Tube starts from ( 'baring 

Cross, and runs to the northwest of London 

through Camden Town, where the line 

bifurcates, the left arm running to Golder's 

Green, and the right to Highgate. The 

stations are as follows: 

Charing Cross: — Junction with South Eastern 
& Chatham Trunk Railway. 

Leicester Square: — For Piccadilly and the 
theatres; junction with Piccadilly Railway. 

British Museum: — For British Museum and 
New Gxford Street arid Holborn; junction 
with Central London Railway. 

Goodge Street: — For Tottenham Court Road. 

Warren Street: 

Euston: — Connection with London and North 
Western Railway and City and South Lon- 
don Tube. 

Morn i ngton Crescen t : 

Camden Town: — The line divides at this 
point. The eastern section" runs through 
.South Kentish Town, Kentish Town, Tufnei 
Park to Highgate. The western branch 
runs through Chalk Farm, Belsize Park, 
Hampstead to Golder's Green. 
The Bakerloo Tube starts at the Elephant 

and Castle on the south side of the river and 

runs in a northwesterly direction to Edgware 

Road. The stations are as follows: 

Elephant and Castle. 

Westminster Bridge Road: — For Lambeth 
Palace, Westminster Bridge ''south side). 

Charing Cross: — Junction with District Under- 
ground and also South Eastern and Chat- 
ham Railways. 

Trafalgar Square: — -For National Gallery, 
Strand, Trafalgar Square, Whitehall, Pic- 
cadilly. 

Piccadilly Circus: — For Piccadilly, Leicester 
Square, Regent's Street, and the. 
junction with Piccadilly Tube. 

Gxford Circus: — For shopping district around 
Gxford and Regent Streets; junction with 
Central London Railway. 

Regent's Park: — For Regent's Park, Zoo- 
logical Gardens and Botanical Gardens. 

Baker Street: — Junction with District Under- 
ground Railway. 

Marylebone: — For Marylebone Station of 
Great Central Railway Edgware Road. 
Another important electric line is the 

Piccadilly Tube running from Hammersmith 

through the shopping districts of the Brornp- 

ton Road and Strand, thence north 

across the metropolis to Finsbury Park. J he 

stations are as follows: 

Hammersmith: — J unction with district Under- 
ground Railway. 

Baron's Court. 

Earl's Court: — Connecting with Underground 
Railway South Kensington. Earl's Court 
Exhibition. 



Gloucester Road: — Adjoining District Rail- 
way. 
Brompton Road: — For Victoria and Albert 

Museum, Albert Hal). 
Knigbtsbridge: For Hyde Park. 

Hyde Park Corner: For Hyde Park, Buck 

ingham Palace, and Green Park. 

Down Street: 

Dover Street:— For Piccadilly. 

Piccadilly Circus: — For Leicester Square, 
Havmarket, Regent's Street; junction with 
Bakerloo Tube. 

Leicester Square: — For Charing Cross and 
Trafalgar Square; junction with Hamp- 
stead Tube. 

Covent Garden: — For Covent Garden Market 

Holborn: — A short branch runs south to the 
next station Strand in the thoroughfare 

of that nam': near the Law Courts. 

Russell Square. 

King's Cross: -Junction with District Under 
ground and Great Northern and Midland 
Railways. 

York Road: — For Metropolitan Cattle and 
" Pedlar's Market." 

Caledonian Road: 

Holloway Road : 

Gillespie Road : 

Finsbury Park: — Junction with Great North- 
ern and City Railway. 
The Great Northern and City Railway is a 

short line running from Moorgate Street. 

where it connects with the City and South 

London and Underground Railways, north- 
wards to Finsbury Park. The stations are: 

Moorj/ate Street: 

Old Street: 

Essex Road: 

Highbury: 

Drayton Park: 

Finsbury Park: — junction with Piccadilly 

Tube. 

There is an electric "L" line on the London, 
Brighton & South Coast Railway, COnni 
Victoria with London Bridge. This route is 
semicircular, passing through the suburbs 
of Clapham, Wandsworth, Brixton, Peckharn, 
and Bermond i 

By means of the network of underground 
railways it is possible for the visiter to reach 
any point of interest quickly, easily and cheap- 
ly. On a wet day this is especially advan- 
tageous, for one is able to travel in the dry. 
For the convenience of travelers the various 

companies have prepared a complete map oi 
the whole of the system, whereon each rail 

way is represented in a distinctive color 

By consulting this map placed on the wall 

>ry Underground station, (he 

can plan his journey and secure a through 
ticket. Care must be observed whenever 
traveling in London to keep tickets carefully, 
a- no transfers are issued (with one or two 
exceptions; either in railway, tram, or ornni 
bus, the ticket being clipped a . - one 
barrier leading from on*; railway system to 
another and finally surrendered on leaving the 
station of destination. 

. ICBOATB. — There is no regular 
ste imboats on the Thames, eff< 
such upon a paying basis, both by priva 
municipal enterprise, having proved abc 
During the summei mag- 

nificent and roomy vessels run down the river 
from London Bridge calling at Tilbu 
Southend, Margate, Ramsgate, Deal, D 



440 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Clacton, Felixtowe, Lowestoft, Yarmouth, and 
at specified times make trips to Ostend and 
Boulogne. The boats leave London Bridge 
early in the morning and return late in the 
evening of the same day. The fares are cheap 
Full details as to times and fares are publish- 
ed in the daily press. These trips afford an 
excellent opportunity for seeing the shipping 
on the Thames, the docks; and also pass many 
places of great historical and traditional in- 
terest. Similarly during the season trips 
are made to Hampton. Kew, Richmond, etc. ; 
and on the higher reaches of the river trips 
are made from Oxford every day (Sundays 
excepted) through ninety miles of the de- 
lightful Thames scenery, visiting such places 
as Kingston and Henley. The full journey 
occupies about two days, but the boats can 
be joined and left at any intermediate stop- 
ping place, and combined railway and steam- 
boat day trips are advertised. 

Cabs. — The metiopolis is well supplied 
with cabs. These comprise taxicabs, both 
motor and horse drawn, accommodating two 
or four passengers, hansoms, and four-wheeled 
vehicles or "growl<*rs" When one has bulky 
luggage the last named should be used. A 
circle is drawn, four miles in radius, from 
Charing Cross, known as the four-mile-radius, 
and the charges within this area, (set by the 
Police Department), are as follows: — 
Taximeter motor cabs: 

One or two persons (two children under 
ten years counting £ -- one person) for a 
distance not exceeding one mile, or for 

time not exceeding ten minutes 8d. 

For each additional quarter of a mile or 
time not exceeding 2£ mins. or less in 

time and distance 2d. 

Each additional person above two, the 

whole journey 6d. 

Packages carried outside, each 2d. 

Bicycles, etc 6d. 

For taximeter hansom or two wheeled 
horse-cabs: 
Not exceeding one mile or for time not 

exceeding 12 minutes 6d. 

For each additional half mile or less, or 
for each additional six minutes or less. . . 3d. 
Cabs not fitted with the taximeter may be 
hired either by distance or time. If hired and 
discharged within the four miles radius of 
Charing Cross, one shilling for 2 miles or less 
for one or two persons; for each additional 
person above two the whole journey 6d. If 
hired outside the radius , wherever discharged 
one shilling for each mile or part thereof. 
If hired within the radius but discharged out- 
side the four mile area, 1 shilling for the first 
mile, 6d. for each additional mile within the 
radius, and one shilling for each additional 
mile outside the radius, or part thereof. 
Keeping cabs waiting 8d. for each completed 
quarter of an hour. Drivers of suc^i vehicles, 
however, may undertake to carry a passenger 
for a journey not exceeding one mile at six- 
pence. If hired by time the rate is — within 
the radius two shillings per hour for four 
wheelers; hansoms, 2 shillings and 6 pence, 
for the first hour; 6d. and 8d. respectively 
for each additional quarter of an hour. If 
hired by time outside the radius wherever 
discharged, or if hired within but discharged 
without — four wheelers and hansoms 2s. 6d. 
for the first hour or less; 8d. for each addi- 
tional quarter hour. In any case where the 



fare may be in dispute or the passenger may 
consider that he is being overcharged, the 
matter should be referred to the nearest 
policeman. 

Omnibuses, both motor and horse-driven, 
ply in all the leading thoroughfares. The 
fares are very cheap. As the late W. E. 
Gladstone once stated to a party of 
Americans who wished to know the best 
means of seeing London, "From the top of a 
bus, gentlemen," for sightseeing purposes on 
a fine day they cannot be excelled. There 
are over 150 routes followed by these vehicles 
and one can travel from one side of the metro- 
polis to the other through districts rich in 
historical interest, along the main arteries 
of traffic and through the centres of fashion 
and commerce for a few pence. Before 
setting out on such a journey, however, the 
visitor should consult his map and ascertain 
in what part of the compass the localities 
he wishes to visit, rest, so as to avoid boarding 
a vehicle traveling in the wrong direction. 

Street railways, or tramways. There is an 
excellent service to all parts of the metro- 
polis by the electric trams. There are two 
main systems, the London United Tramways 
working in conjunction with the Underground 
Electric railways, and serving the extreme 
western area of the metropolis— such places 
as Uxbridge, Kew, Hampton Court, and 
Twickenham— starting from Shepherd's Bush, 
the terminus of the Central London Railway; 
and the municipal service of the London 
County Council serving over 130 miles in all 
parts of the metropolis. The cars are large 
and roomy and of the double decked type. 
The roof seats afford an excellent coign of 
vantage for sight-seeing purposes, and being 
enclosed in glass afford complete protection 
from the weather. The fares are very low, 
ranging from a half-penny for a short stage 
to eightpence or so for a complete journey of 
several miles. In London there are no uni- 
form fares, irrespective of distance, but the 
fares are graduated. The traveler need not 
tear being overcharged, however, for the 
fares are plainly printed inside the car in a 
conspicuous position. The Tramways of the 
London County Council pass through dis- 
tricts appealing to the sightseer, and the 
visitor cannot do better than invest one penny 
in the voluminous guide book issued by the 
London County Council, which not only sets 
forth alphabetically the principal spots of 
interest, but also indicates a series of routes 
affording the cheapest, simplest, and quickest 
means of reaching them. In many cases a 
number of interesting spots will be grouped on 
one route and the visitor can inspect each in 
turn, paying his fare in stages, and thus ful- 
filling his pilgrimage in the cheapest manner 
possible. 

Another short line is the Waterloo 
tube, connecting Waterloo, the termi- 
nus of the London and South West- 
ern Railway on the south side of the 
river, with the City, at the Bank of 
England, where a junction is formed 
with the Central London and City and 
South London tubes. There are no 
intermediate stations. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



441 



AMUSEMENTS. 

In the matter of amusements Lon- 
don is very liberally provided. So far 
as regards the theaters and vaudeville 
establishments, these are concentrated 
in a very central position, and are, 
for the most part, within easy access 
of the various underground railway 
systems and 'buses. Theaterdom may 
be best described as lying in the pur- 
lieus of the Strand, Leicester Square, 
Piccadilly and the Haymarket. These 
are the West End theaters, but through 
the suburbs are scattered innumerable 
theaters and music halls, which have 
sprung up during the past few years, 
and which offer entertainments quite 
on a level with those in the West End 
houses, and certainly compare favor- 
ably, if they do not excel, the latter 
in point of comfort and appointment, 
with the additional advantage of be- 
ing far cheaper. Details concerning 
performances are published in the daily 
press. During part of August and 
September a great number of the thea- 
ters are closed, but the vaudeville 
houses are open all the year round. 
The tariff is fairly uniform through- 
out the whole of the West End thea- 
ters, the charges averaging : stalls, 10s. 
Gd. ; dress circle, 7s. Gd. ; upper circle, 
5s. and 4s. ; pit, 2s. Gd. ; gallery, Is. 
In the stalls, upper circle and dress 
circles, while evening dress is not gen- 
erally enforced, it is considered de 
rigeur, and in some theaters is essen- 
tial. The performances commence, as 
a rule, at 8, 8.15 or 8.30 p.m., and 
conclude about 11 p.m. Matinees are 
generally held on AVednesdays and Sat- 
urdays, when performances usually 
commence at 2.30 p.m. Seats for stalls 
and circles should be booked in ad- 
vance, by telephone, telegram, or 
through the numerous libraries or 
agents. 

The West End theatres, together with their 
situation, are as follows: 
Adelphi:— Strand, W. C. 
Aldwych:- — Aldwych, Strand, W. C. 
Apollo: — Shaftesbury Avenue, W. C. 
Comedy : — Panton Street, Haymarket, W. 
Court: — Sloane Square, S. W. 
Criterion: — Piccadilly Circus, W. 
Daly's: — Leicester Square, W. C. 
Drury Lane:— Catherine St., Strand, W. C. 
Duke of York's: — St. Martin's Lane, Trafal- 
gar Square, W. C. 
Gaiety:— Strand, W. C. 
Garrick: — Charing Cross Road, Trafalgar 

Square, W. C. 
Globe — Shaftesbury Avenue, W. C. 
Haymarket : — Haymarket, W. 
His Majesty's : — Haymarket, W. 
Kingsway: — Great Queen St., Kingsway, 
Strand, W. C. 



Lyceum: — Wellington Street, Strand, W. C. 
Lyric: — Shaftesbury Avenue, W. C. 
New:— St. Martin's Lane, Trafalgar Square, 

Playhouse: — Northumberland Avenue, Tra- 
falgar Square, W. C. 

Prince of Wales: — Piccadilly, W. 

Queen's: — Shaftesbury Avenue, W. C. ' 

Royalty: — Dean Street, Soho, W. C. 

St. James': — King Street, St. James', S.W. 

Savoy: — Strand, W. C. 

Scala: — Charlotte Street, Fitzroy Square. 
W. C. 

Shaftesbury: — Shaftesbury Av., W. C. 

Terry's: — Strand, W. C. 

Vaudeville: — Strand, W. C. 

Waldorf: — Aldwych, Strand, W. C. 

Wyndham's, Charing Cross Road, Trafal- 
gar Sq., W. C. 

Grand Opera is given during the season at 
Covent Garden, Covent Garden, Strand, W. C. 

The variety theatres and music halls are 
as follows: 

Alhambra: — Leicester Square 
Coliseum: — St. Martin's Lane, Trafalgar Sq. 
Empire: — Leicester Sq. 
Hippodrome: — Leicester Sq. 
Holborn Empire: — High Holborn 
Oxford: — Oxford Street. East End 
Palace: — Shaftesbury Avenue 
Pavilion : — Piccadilly 
Tivoli: — Strand 

Maskelyne & Cooks: — Langham Place, Re- 
gent's St., W. 

The charges at these houses of en- 
tertainment are somewhat less than 
the theaters, but fluctuate consider- 
ably. In some, two performances are 
given per evening, from G.45 to 8.45 
p.m., and 9 to 11 p.m., respectively. 
At the others the performances com- 
mence at 7.30 or 8 p.m., and continue 
until 11 p.m. Smoking is permitted. 
Some give afternoon performances, and 
others matinees once or twice a week. 

Concerts^are given in the following 
halls frequently, but for details con- 
cerning such the daily newspapers 
must be consulted : 
Albert Hall: — South Kensington, S. W. 
Queen's Hall:- — Langham Place, Regents St., 

W. 
St. James Hall: — Great Portland St., W. 
Steinway Hall: — -Lower Seymour Street, W. 
Crystal Palace: — Sydenham, South London 
Alexandra Palace: — Wood Green, North 

London 

In addition there are innumerable 
electric theaters, where bioscope pic- 
tures are shown continuously during 
the day ; and numerous rinks within 
easy distance of Charing Cross, where- 
in roller skating can be enjoyed. Dur- 
ing the summer months, from May to 
October, exhibitions are held at Earl's 
Court, Kensington, and Shepherd's 
Bush, alongside the terminus of the 
Central London Railway ; while shows 
are frequently held at the Crystal Pal- 



442 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



ace, Sydenham, South London ; Olym- 
pia, West Kensington, and Agricultu- 
ral Hall, Islington, during the year. 
Details are published in the papers. 

London has often been character- 
ized as a dull city on Sunday. As 
compared with Continental cities, such 
a comparison may be justified, but it 
is partly explicable from the fact that 
the greater part of the population 
seeks a change of air and environ- 
ment for a few hours, either by the 
seaside, up the Thames, or amid the 
sylvan picturesqueness of the coun- 
tryside. Innumerable day trips and 
excursions are arranged every Sunday 
during the summer to all parts, the 
resorts on the southern and eastern 
coasts, such as Hastings, Brighton, 
Worthing, Folkestone, Dover, Mar- 
gate, Ramsgate, Southend and Yar- 
mouth, being particularly patronized. 
The Thames, both up and down, from 
Gravesend to Teddington, Taplow and 
Maidenhead, also attracts large 
crowds ; while the leafy lanes of Kent, 
Sussex, Essex, Surrey and Bucking- 
hamshire appeal to many. All the 
trunk railways cater for this traffic, 
and numerous trains are run during 
the morning at very cheap fares. For 
those who prefer to remain in London 
band performances are given in the 
numerous parks scattered throughout 
the metropolis, while in the evening 
sacred concerts of a high-class char- 
acter are given in many theaters, music 
and concert halls in the West End, 
where the most eminent vocalists and 
bands may be heard. 

During the summer cricket matches 
are decided nearly every day at Lords, 
tbe home of the M. C. C. at St. John's 
Wood, and the Oval at Kennington, 
on the south side of the Thames, with- 
in easy reach of Charing Cross. In 
the suburbs there are numerous golf 
links where devotees of this sport can 
fulfil their desires. The lawn tennis 
championship of the world is invari- 
ably decided, about the end of June, 
at the grounds of the All-England 
Lawn Tennis Club at Wimbledon, 
while the amateur championships in 
tennis and racquets are invariably 
held at the Queen's Club, West Ken- 
sington. Those interested in the mili- 
tary pastime, polo, can follow the sport 
at the two popular centers, Hurling- 
ham and Ranelagh. 

Horse Racing. — Within easy dis- 
tance of the metropolis there are sev- 
eral race courses where important 
meetings are held. At Epsom the fa- 



mous Derby and the Oaks are decided. 
The Derby is the great meeting of 
the year, and is always run on a 
Wednesday, either a fortnight before 
or after Whitsun. The vast concourse 
of people that makes its way to the 
Surrey Downs by every road and every 
kind of vehicle is a remarkable sight, 
and to fully appreciate the spectacle 
this route should be followed. There 
is, however, a frequent train service 
at special cheap fares from Victoria 
and London Bridge (London, Brighton 
and South Coast Railway), and Victo- 
ria, Charing Cross, Holborn, St. 
Paul's, Ludgate Hill and Cannon 
Street (South Eastern and Chatham 
Railway), the station of the latter be- 
ing at the famous Tattenham Corner. 
Two days after the Derby the Oaks is 
decided. The fashionable race meet- 
ing is the Ascot week, a fortnight after 
the Derby, which is patronized by rank 
and fashion ; members of the royal 
family, including the King and Queen, 
invariably attend. Another fashion- 
able race meeting is Goodwood, com- 
mencing on the last Tuesday in July 
and continuing throughout the week. 
The Venue is the famous race course 
at the country seat of the Duke of 
Richmond, in mid-Sussex, and can be 
easily reached by train from the Lon- 
don termini of the London, Brighton 
and South Coast Railway. There are 
several other race courses near Lon- 
don where races are decided at fre- 
quent dates throughout the season, 
namely : Alexandra Park, adjoining 
Alexandra Palace in North London, 
reached by tram, 'bus, or Great North- 
ern (King's Cross) and Great East- 
ern (Liverpool Street) railways; San- 
down, South Western Railway (Wa- 
terloo) ; Kempton Park, South West- 
ern Railway ; Windsor, London and 
South Western and Great Western 
( Paddington ) railways ; Hurst Park, 
London and South Western Railway. 
Other important race courses are those 
at Newmarket, Great Northern (King's 
Cross) and Great Eastern (Liverpool 
Street) railways; Gatwick, Lingfield, 
Lewes, Brighton (London and Brigh- 
ton railways) ; Doncaster (Great 
Northern Railway) ; Aintree, Liver- 
pool, where the Great National is de- 
cided, reached by London and North 
Western, Great Western, and Midland 
railways ; Newbury, Great Western 
Railway. 

Roicing. — The upper reaches of the 
Thames and its tributaries offer ex- 
cellent facilities for rowing. During 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



443 



the year many important contests are 
decided, the greatest of which is tne 
Oxford and Cambridge boat race be- 
tween crews of the rival universities, 
over the, 4^-mile course between Put- 
ney and Mortlake, on the Saturday 
preceding Holy Week. Doggett's Coat 
and Badge, the race instituted by Dog- 
gett, the actor, in 1715, rowed for by 
young Thames watermen over a five- 
mile course between Chelsea and Lon- 
don Bridge, on August 1, is an in- 
spiriting contest. During the months 
of July and August regattas are held 



other parks, the tariff being Gd. per 
hour per boat, irrespective of num- 
ber of occupants. 

Football. — During the winter season 
football matches are held in various 
parts of the metropolis, and a crowd 
of 20,000 or 30,000 people is no un- 
common sight when two rival giant 
clubs are engaged in deadly warfare. 
The great event is the "final" or 
championship game for the Football 
Association Cup at the Crystal Pal- 
ace, about Easter, when the crowd will 
number from 80,000 to 110,000 people. 




"ROTTEN ROW," HYDE PARK, LONDOX 
Is reserved for Horseback Riders 



at several points up the Thames : a1 
Molesey, Staines, Kingston, Rich- 
mond, Marlow, Bourne End, etc. The 
most important is the Henley regatta, 
usually held in the early days of July, 
and is a great social function. For 
these regattas train should be taken 
to the stations named, either by Great 
Western, or London and South West- 
ern railways, special fares being ar- 
ranged for the occasions. Rowing may 
be indulged in on the large sheets of 
ornamental water within the bounda- 
ries of the metropolis, such as the 
Serpentine in Hyde Park and the lakes 
in St. James', Regent's, Battersea, and 



Angling. — Disciples of Izaak Wal- 
ton can fulfil their desires :it several 

points within easy reach of London, 
such as the upper readies of the 
Thames, the rivers Lea and Colne. the 
Medway in Kent or the Arun in Sus- 
sex. On Sundays the various railways 
issue "angling tickets" at special fares 
for the various fishing grounds. 

Hotels. — As already mentioned, the 
metropolis is well provided in this re- 
spect, and accommodation can be se- 
cured to suit every purse. The follow- 
ing pages contain a selection of well- 
known hotels and their tariffs: 



444 



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449 



So far as restaurants are concerned 
London is well equipped, and, like the 
hotels, they are of infinite variety, 
with a menu to suit every taste and 
purse. In the West End there are 
many magnificent restaurants which 
constitute a rendezvous of fashion. 
The most fastidious desires concerning 
luncheon, dinners and after-theater 
suppers can be fully met. The meals 
are served either a la carte or table 
d'hote. For light refreshments there 
are the establishments of J. Lyons & 
Co., Slater's, Lipton. the J. P. restau- 



rants, Aerated Bread Company, Yex- 
ley's, etc., to be found in all the prin- 
cipal streets throughout the West End 
and City. The large stores also have 
well equipped restaurants and tea 
rooms, the fare at which is of the best, 
and nominal in price. All the large 
hotels have commodious buffets where 
luncheons and dinners may be obtained, 
and the numerous public houses also 
provide plain, wholesome luncheons at 
very cheap prices. The leading res- 
taurants are as follows : 



West End. 



Luncheon. 



Dinner 



Supper. 



3/6 

from 2/- 

2/6 

5/- 



Gatti's Adelphi, Strand, W. C 2/6 

Blenheim, 94 New Bond St., W from 1/6 

Cafe d'ltalie, Old Compton St., Soho, W. C 1/6 

Cafe Monico, Piccadilly Circus, W 3/- 

Carr's, 265 Strand, W. C i 

Comedy, Panton St., Haymarket, W 1/6 2/6 

Criterion, Piccadilly Circus, W 4/- from 7/6 

Frascati, Oxford St., East End, W 2/6 5/- 

Gaiety, Gaiety Theatre, Strand, W. C I 3/- 5/- 7/- 10/6 

Gatti's, Strand, W. C 2/6 . 4/- 

Hatchett's, Piccadilly 2/- From 3/6 

Holborn, High Holborn V ' 2/6 from 3/- 

Horseshoe, corner Tottenham Court Road and 

Oxford St., W .. 

Grand Cafe de l'Europe, Leicester Square, W. C. . 3/- 5/- 

Jules', Jermyn St., Piccadilly, W 4/- from 5/6 

Kettner's, Church St., Soho, W. C 3/6 from 5/- 

Kuhn, 31 Hanover St., W 2/- 3/- 

Piccadilly, Regent St., W 

Popular, Piccadilly, W from 1/6 

Prince's, Piccadilly, W ■ 4/6 

Romano's, Strand, W. C 3/6 

St. James's, Piccadilly, W 1/6 

Strand Palace, Strand, W. C I from 1/6 

Hotel Cecil, Strand, W. C i 

Grand, Charing Cross, W. C '■ 

Cavour, Leicester Square, W. C 

Simpson's, Strand, W. C j 

Garrick, Leicester Square, W. C I 

Trocadero, Shaftesbury Avenue, (west end), W. C. . 3/6 from 5/- 

Villa Villa, Gerrard Street, W I 1/6 2/6 



from 2/6 

6/6 to 10/6 

from 3/6 

2/6 
from 2/6 



2/6 
5/- 



The City is famous for its many old- 
fashioned taverns, many of which are 
noted for their special dishes on cer- 
tain days, as well as their old-fash- 
ioned, nutritious, albeit simple English 
fare. The most important of these are 
as follows : 

Palmerston, New Broad Street, 
E.C. ; Anderton's, Fleet Street, E.C. ; 
Birch's, Cornhill, E.C. ; Cock, 22 Fleet 
Street, E.C. ; Gow's, 25 New Broad 
Street, E.C. ; London Tavern, 53 Fen- 
church Street, E.C. ; Old Cheshire 
Cheese (Dr. Johnson's favorite hos- 
telry), Wine Office Court. Fleet Street. 
E.C. ; Pimm's, 3 Poultry, 38 Buck- 



lersbury, 42 Threadneedle Street, 81-83 
Gresham Street, 129-132 Leadenhall 
Street, E.C. : Ship and Turtle, 29 
Leadenhall Street, E.C. ; Sweeting's. 
158 Cheapside and 39 Fleet Street, 
E.C, famous for fish and stout. In 
addition there are numerous coffee 
houses, much favored by city men after 
lunch, such as Groom's, in Fleet Street, 
opposite Chancery Lane, where the 
coffee is made according to a famous 
and historic recipe. At the Old Chesh- 
ire Cheese, the famous oyster pud- 
ding dispensed Wednesdays and Sat- 
urdays is much enjoyed. For those 
who wish to live cheaply the Bohe- 



450 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



mian quarter of Soho will distinctly 
appeal, where, at many restaurants, a 
good meal and bottle of wine can be 
procured for a few pence. For vege- 
tarians there are many such restau- 
rants scattered throughout the metrop- 
olis, the foremost of which are The 
Eustace Miles' Restaurant, Chandos 
Street, Charing Cross; Food Reform 
Association, Furnival Street, Holborn, 
E.C. ; St. George's Cafe, 37 St. Mar- 
tin's Lane, W.C., etc. 

In the shopping quarter, around Re- 
gent Street, Bond Street and Oxford 
Street, a variety of tea rooms and light 
refreshment houses exist. 

The fashionable shopping centers 
are Strand, Ludgate Hill, St. Paul's 
Churchyard, Piccadilly, Regent Street 
and Oxford Street, all within walking 
distance of Charing Cross ; West- 
bourne Grove, accessible by under- 
ground railway and omnibus ; and 
Brompton Road, W., also within easy 
riding distance of Charing Cross. Cu- 
riously enough, trades and industry ap- 
pear to be naturally divided into zones. 
Clerkenwell is the center of the watch 
and clock industry ; the great tailoring 
center is Whitechapel and its purlieus ; 
the diamond district is LTatton Garden, 
E.C. ; the toy district is Houndsditch ; 
Paternoster Row and Square the cen- 
ter of the book publishing trade ; Fleet 
Street is newspaperdom, while Totten- 
ham Court Road is an avenue of fur- 
nishing, upholstering and decorating 
establishments. The following are the 
great department stores and shops : 

Army and Navy Stores, Victoria Street, 
Westminster, S. W. 

Civil Service Supply Association, Bedford 
Street, Strand, W. C., and Queen Victoria 
Street, E. C. These only supply Ticket 
holders and their friends. 

Whiteley's, Westbourne Grove, S. W. 

Self ridge's Oxford Street. 

Harrod's, Brompton Road, S. W. 

Barker's, Kensington, W. 

Spiers & Pond, Queen Victoria Street, E. C. 

Maple's, Tottenham Court Road (especially 
dry goods) 

Shololbred's, Tottenham Court Road (es- 
pecially dry goods) 

Waring's, Oxford Street. 

Gamage's, High Holborn, W. C. . 

Swan & Edgar, Piccadilly, W. (Drapery 
Stores) 

Debenham & Co., Higmore Street, W. 
(Drapery Stores) 

Spence's, St. Paul's Churchyard, E. C. 
(Drapery Stores) 

Hitchcock & Williams, St. Paul's Church- 
yard (Drapery Stores) 

Allen Foster & Co., Wood Street, Cheap- 
side, E. C. (Drapery Stores) 

Benetfink's, Cheapside, E. C. 



In some of the suburbs, also, large 
stores have sprung up, notably at 
Brixton, Peckham, Holloway, Hainp- 
stead, and Clapham Junction, within 
easy 'bus, train and tram ride of Char- 
ing Cross, which, though catering espe^ 
cially for the local population, are now 
regarded as equal in every respect to 
the West End establishments, and by 
many thought to be more advanta- 
geous, so that these outlying stores are 
now patronized from far and wide. 
Jewelry shops are to be found mostly 
in the Strand, Bond Street, Piccadilly, 
Regent's Street, Oxford Street, Lud- 
gate Hill and Hatton Garden. Book- 
sellers and libraries : Mudie's, in New 
Oxford Street, and W. H. Smith & 
Son, Ltd., Kingsway, Strand, W.C., 
meet the demands for lending libraries 
and book purchasing stores. Similar 
facilities, however, are offered at all 
the stations of the great trunk and un- 
derground railways. Every street, 
however, in the shopping centers is 
well equipped with shops devoted to 
every imaginable class of trade, so that 
the variety is infinite, and a compari- 
son of prices is presented. It must be 
borne in mind, however, that in the 
West End prices rule relatively high, 
and the same goods can invariably be 
bought in the City or outside the fash- 
ionable zone at a much lower figure. 

The English metropolis is one of the 
greatest show places in the world. To 
enumerate everything of interest is 
quite impossible, but the "sights," and 
details concerning the same, are shown 
in the accompanj'ing table. Churches 
are especially full of historical inter- 
est, and many will especially appeal to 
Americans, such as St. Saviour's Ca- 
thedral, Southwark, near the London 
Bridge railway stations, where is re- 
corded the baptism of John Harvard ; 
St. George's Church, Gravesend, where 
is the tomb of Pocahontas ; the Church 
of All Hallows, Barking, where is the 
entry of the baptism of William Penn, 
and where John Quincy Adams was 
married ; the register of St. George's, 
Hanover Square, W., records the mar- 
riage of Theodore Roosevelt ; and the 
Church of St. Sepulchre's, Newgate, 
has the tomb of the redoubtable Cap- 
tain John Smith, one time governor 
of Virginia. 

London, to the American stranger, 
appears a bewildering maze of streets, 
among which it appears hopeless to 
find one's way. Such a maze may, 
however, be readily disentangled if it 
is remembered that the Strand, Oxford 



SCIENTIFIC AMERICAN\ HANDBOOK OF TRAVEL 



451 



Street and its continuations at either 
end, run roughly parallel, east and 
west, with one another and with the 
river. Moreover, nearly all the great 
thoroughfares converge at the Bank of 
England and Mansion House. Conse- 
quently, in traveling by omnibus the 
tourist should make a point of ascer- 
taining from his map whether he 
wishes to go east or west, and then 
should make sure whether the vehicle 
is going in the required direction. Lat- 
eral streets which also run roughly 
parallel with one another connect these 
main arteries with one another every 
few yards. The names of streets are 
plainly indicated on the front wall of 
the corner buildings, just above, the 
shop facia, and on the corner lamp- 
posts, while there are innumerable oth- 
er signs to assist the stranger on his 
way. Whenever in doubt, however, or 
when bearings are somewhat hazy, the 
pedestrian should always inquire his 
way of a policeman. Indeed, it may 
be laid down as a golden rule never 
to make an inquiry of any character 
of any one but a policeman. The Lon- 
don guardian of the public is compelled 
to possess a sound geographical knowl- 
edge of the metropolis, and will always 
give his directions in a concise, lucid 
manner, and with every courtesy 
withal. If this golden rule is borne 
in mind there is no possible chance 
of a stranger falling among undesir- 
able characters. Of course, after one 
has become somewhat familiar with 
English manners, a little elasticity may 
be practiced, and postmen, telegraph 
messengers, and other persons in uni- 
form may be approached for the same 
purpose, and will invariably vouchsafe 
the details required ; but the police- 
man is the one authority whom the 
stranger should consult. 

Dress. — London is becoming far less 
bound to conventionality every year, 
and the stranger is not so easily and 
readily detectable from his attire as 
formerly. Still, there are certain rules 
which it is as well to bear in mind. 
In the City, in business, dark, quiet, 
formal attire is generally practiced, 
with subdued lighter -tones for sum- 
mer wear. Between May and Septem- 
ber the straw hat of orthodox shape is 
greatly favored. In paying calls, a 
black suit and silk hat, especially in 
the West End, is considered de rigcur 
in the morning. At the West End res- 
taurants evening dress is popularly fa- 
vored, and at the first-class restau- 



l 



rants any other attire is considered 

outre. 

Tips. — These are much more the 
rule, in common with European cities 
generally, than at home. It is a sub- 
ject upon which it is difficult to lay 
down any hard and fast rule, for in 
the dispensation of such the visitor 
must be guided a good deal by common 
sense. In hotels it is a very good point 
to calculate tips at ten per cent, of 
the bill, and to distribute such among 
the waiter, chambermaid and hall por- 
ter, the first named being given about 
the same as that distributed between 
the other two. In middle-class restau- 
rants the gratuity runs to about a 
penny in the shilling, with a minimum 
of twopence. Many establishments, 
such as the Lyons and Aerated Bread, 
light refreshment restaurants, are rig- 
idly opposed to the practice. Simi- 
larly, the same rule applies to the 
"Popular" restaurant in Piccadilly, 
while the abolition of the "tip" has 
contributed very materially to the suc- 
cess and popularity of the new, spa- 
cious Strand Palace Hotel in the 
Strand. In the West End restaurants 
the waiter will expect from twopence 
in the shilling upward, the rate rising 
proportionately with the cost of the 
meal and the fashionable status of the 
establishment. On the railways it is 
the practice to reward the porter with 
from twopence to sixpence for attend- 
ing and carrying light luggage, and 
from sixpence to one shilling when he 
has to handle heavy and bulky bag- 
gage. Cabmen also look for an extra 
twopence or so, according to the dis- 
tance traveled, over and above the legal 
fare. 

The visitor should refrain from car- 
rying much money about the street on 
his person, and also be saddled as lit- 
tle as possible with valuables in the 
form of personal jewelry. Money and 
valuables also should not be left in 
looms of boarding houses and hotels, 
but should be handed over to the care 
of the manager. In the event of the 
loss of any property in cabs, omni- 
buses, etc., intimation of the same 
should be given to the Lost Property 
Office, New Scotland Yard, near Char- 
ing Cross, on the Thames Embank- 
ment. Notification of discovery will 
be duly communicated to the owner, 
and the article will be restored to the 
owner upon payment of 15 per cent, 
of its value, which is handed to the 
finder. If the article be not claimed 
within three months of its discovery, 



452 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



the police will surrender the article to 
the person who found it. Although a 
tremendous amount of property is lost 
in London in the course of a year, 
more than half is restored to the right- 
ful owners. 

London Season — The best period of 
the year in which to see London in all 
its glory is from May to about the 
end of July. This is the period of the 
London season, when all society and 
royalty are in town. Moreover, Par- 
liament is sitting, the Royal Academy 
and other picture exhibitions are open, 
while in the spring the trees have just 
broken into leaf, and the numerous 
parks and open spaces are a blaze of 
colored flowers. About the middle of 
August there is a general exodus of 
society to the seaside, foreign resorts, 
and to Scotland for the shooting sea- 
son. Then commences the great inva- 
sion from the Continent and America, 
and during August and September the 
metropolis is invariably uncomfortably 
crowded. The suburbs and provinces 
also swarm into the City, for the great 
sales at the big shops are in progress, 
attracting purchasers by the sacrificial 
bargains offered. During July, August 
and September the hotels are almost 
filled up, and the boarding houses fully 
accommodated, so that it may be a lit- 
tle difficult to secure rooms ; but con- 
sultation of our hotel list will appre- 
ciably assist the visitor who unfortu- 
nately reaches London at the height 
of its season. The foreign visitor will, 
as a rule, however, miss what may be 
described as one prerogative of the Eng- 
lish metropolis. This is a fog, or, as 
it is colloquially described, a "London 
particular" ; when, owing to the over- 
hanging pall of smoke, the City is 
plunged into Cimmerian darkness, and 
the streets are as brilliantly illumined 
by artificial light at noon as in the 
evening, or the whole area is blotted 
out of sight by a dark, penetrating, 
smoking mist, rendering it impossible 
for one to see a foot in front of one- 
self, and movement is rendered ex- 
tremely dangerous. Then all traffic is 
tied up, and one has literally to feel 
one's way along the streets. * Such a 
visitation, though extremely improb- 
able during the summer, is occasion- 
ally encountered, and supplies the vis- 
itor with an experience that cannot be 
paralleled in any other part of the 
world, or one that he will readily for- 
get. 

Some magnificent points of vantage 
are offered whereby the visitor may 



secure a comprehensive and strikingly 
forceful idea of the ocean of houses 
comprising the English metropolis, but 
a clear day is indispensable. Within 
easy access of Charing Cross there is 
the Tower of the Roman Catholic Ca- 
thedral at Westminster, near Victoria 
Station. In the City there is t.he ball 
surmounting the dome of St. Paul's 
Cathedral, and the top of the Monu- 
ment, a Doric column 202 feet in 
height, to gain the caged outlook of 
which involves a climb up a continu- 
ous stone staircase of 311 steps. From 
these very extensive views may be 
gained. The upper deck of the Tower 
Bridge is also a magnificent coign of 
vantage, but the outlook is rendered 
difficult by the metal cage which has 
been erected to protect would-be sui- 
cides and foolhardy seekers for fame 
from diving from its height into the 
river below. But still it gives a broad 
bird's-eye view of the Pool of London 
and the silvery streak winding east 
and west. The visitor to the Crystal 
Palace should not omit to journey by 
elevator to the top of the north tower. 
The Palace is set on a hill, and the 
view from the* tower top is sublime, 
the whole of London being unrolled at 
one's feet, and the view extending over 
eight counties. An impressive specta- 
cle can be gained from Primrose Hill, 
in the north, especially in a lurid sun- 
set, which sight has formed the theme 
of many a canvas. From Parliament 
Hill, a little more to the north, an- 
other extensive panorama is revealed, 
only surpassed by that secured from 
the famous Flagstaff on Hampstead 
Heath, where the ocean of houses on 
one side — among which the dome of 
St. Paul's Cathedral, the towers of 
Westminster Abbey. Houses of Parlia- 
ment, the Monument, Tower Bridge. 
and other landmarks, may easily be 
discerned — is relieved on the other side 
by a rolling expanse of verdant coun- 
try. The visitor should also not for- 
get to take the famous peep of the 
Thames through the trees from Rich- 
mond Hill, or maybe the climb to the 
top of the round tower of Windsor 
Castle, to behold a sight of exquisite 
rural beauty down the valley of the 
Thames until it is lost in the intricate 
mass of houses ; while the view from 
the churchyard terrace, at Harrow-on- 
the-Hill, near the flat tomb which was 
so frequented by Byron, will amply 
repay the journey. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



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POSTAL FACILITIES. 

The General Post Office is at St. 
Martin's le Grand, at the corner of 
Cheapside and Aldersgate Street. For 
convenience of delivery and collection 
the London area is subdivided into 
nine districts, each with its head sub- 
office. These districts are, respectively, 
E.C., E., N., N.E., N.W., S.E., S.W., 
W. and W.C., corresponding to the re- 
spective points of the compass. The 
chief delivery is at 8 a.m., and there 
are from four to twelve deliveries dur- 
ing the day, according to the locality, 
the greatest number being in the City, 
where the deliveries are about every 
hour. Letters posted by 6 p.m. in the 
London area are delivered by first post 
at the majority of places throughout 
the United Kingdom. Post offices 
where stamps may be purchased are 
freely distributed all over London, but 
there are several shops and other es- 
tablishments where stamps may be pur- 
chased, such being indicated by the no- 
tice, "Licensed to sell stamps." Let- 
ters may be posted at the post offices 
in the boxes provided, and in pillar 
boxes set up on the curbs throughout 
the streets. They are easily distin- 
guishable, being painted a brilliant red. 
As a rule, they are divided into two 
sections, one designated "London and 
foreign" and the other "Country let- 
ters." Posting in the proper box in- 
sures more punctual delivery. Posting 
boxes are also provided at the rail- 
way termini, and some of the trunk 
trains are fitted with a post office box, 
in which letters may be posted up to 
the time of starting. This especially 
applies to . the foreign mail trains. 
Wednesdays and Saturdays are the 
principal outgoing American mail days. 
For the Wednesday mail, letters may 
be posted up to 5.30 p. m. at the Gen- 
eral Post Office, and to 7 p.m. by pay- 
ment of a late fee of one penny, or up 
to 7.30 p.m., by payment of 3d. extra, 
on the day of sailing. The Saturday 
outgoing mail can be posted on Friday 
night or up to 2.30 p.m. on Saturday. 
The Friday night mail catches the 
American liner leaving Southampton 
at 10 a.m. Saturday morning. The 
later mail is dispatched by Cunard 
liner, and catches the vessel at Queens- 
town. But little advantage is gained 
by mailing on Friday night, however, 
as the next day's express Cunarders 
reach New York invariably on the fol- 
lowing Friday, before the American 



466 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



mail boats sailing from Southampton. 
Parcels may be sent by parcels post 
to the U. S. A., but the rates are 
dearer than sending by book post. 

The incoming American mail is de- 
livered by the next delivery following 
its arrival in London. Should any 
boats be sailing on days other than 
Wednesday or Saturday, such as the 
German liners, which call at a British 
port, mail to be sent thereby should 

be plainly inscribed "Per SS. ," 

otherwise it may be held over until 
the next outgoing English mail boat. 
Sailing of intermediate mail boats can 
be easily ascertained in the newspa- 
pers, at hotels, tourist ticket and 
steamship offices. There is no gen- 
eral delivery of letters in London on 
Sunday. 

Poste Restante. — Tourists can have 
their mail sent to the general or 
any branch post office, marked "To 
be called for," or "Poste restante." 
Proof of identity must be given at the 
post office when calling for mail, if 
such is requested. Foreign letters are 
retained two months, and then, if un- 
claimed, are sent to the Returned Let- 
ter Office, to be destroyed or returned 
to the senders. 

English mail is divided into three 
broad classes : letter, book, and parcels 
post. Letter rate for any part of 
British Isles, one penny first 4 ozs. 
and one-half penny for each subse- 
quent 2 ozs. or part thereof ; book 
post, for books, papers (except British 
newspapers and periodicals published 
at intervals of not exceeding one 
week), one-half penny per 2 ozs. ; news- 
papers and weekly periodicals, one-half 
penny, irrespective of weight ; parcels 
post, 1 lb., 3d. ; 2 lbs.,* 4d. ; 3 lbs., 5d. ; 
5 lbs., 6d. ; 7 lbs., 7d. ; 8 lbs., 8d. ; 9 
lbs., 9d.; 10 lbs., lOd. ; 11 lbs., lid.; 
post-cards, one-half penny ; letter rate 
to all British possessions and the 
United States, one penny per ounce ; 
newspapers, one-half penny per 2 ozs. ; 
magazine post to Canada, one penny 
per pound. 

Express Letters. — Letters and par- 
cels up to 20 lbs., or 15 lbs. if public 
conveyance be available, may be sent 
to any part of the metropolis* and its 
suburbs at a charge of 3d. per mile or 

Sirt thereof, by express messenger, 
ver 300 dispatch offices in London. 
Telegraphs. — Nearly every post office 
has telegraphic facilities, though in 
some of the busiest parts special tele- 
graph offices devoted to this branch of 



the postal work are provided. Gov- 
ernment control. Hours usually from 
8 a.m. to 8 p.m. ; Sundays, in some 
cases, from 8 to 10 a.m. The follow- 
ing offices, however, are always open 
week days and Sundays, day and 
night : 

Central Office: — General Post Office, corner of 
Aldersgate St., E. C. 

Liverpool Street Station: — Terminus Great 
Eastern Railway, E. C. 

St. Pancras Station: — Terminus Midland Rail- 
way, N. W. 

Victoria Station: — Terminus London, Brigh- 
ton and South Coast Railway, S. W. 

West Strand Post Office:— Charing Cross.W.C. 

King's Cross: — Terminus Great Northern 
Railway, N. W. (except between 12.30 and 
1.30 p.m. on Sundays) 

London Bridge: — South Eastern Railway, S. 
E. 

Waterloo Station: — London & South Western 
Railway, S. E. 

The various railway stations accept: 
telegrams for dispatch to all parts. 
Telegraph rates, 12 words for sixpence, 
half penny for every additional word, 
including address. All leading firms, 
hotels, etc., have telegraphic addresses 
to reduce outlay on address for tele- 
gram, such as "Scam," London, and 
s^uch abbreviations should be resorted 
to when they are adopted. There are 
many American cable offices within 
easy reach of Charing Cross and in 
the City. 

Telephones. — Telephonic communica- 
tion is provided by the government 
and the National Telephone Company. 
Call offices are freely distributed 
throughout the metropolis, and are 
plainly indicated, as well as at the 
post offices. The rate in the metropo- 
lis and large towns and cities is two 
pence per call, within the local area, 
for three minutes' conversation ; in 
some towns it is one penny for the 
same period. Trunk calls can be made 
to almost any part of the country, the 
terms being sixpence for fifty miles of 
distance for three minutes' conversa- 
tion. Between 7 p.m. and 7 a.m. the 
trunk rates are one-half the above. A 
message of not more than thirty words 
can be dictated from a call office to 
any post office in the country and de- 
livered by express messenger for an 
extra fee of 3d. Trunk communica- 
tion is also provided between London 
and Paris, Brussels, and many other 
parts of the Continent. Rate, 8s. for 
a conversation of three minutes. 

Another excellent convenience for 
the conveyance of messages, parcels, 
valuables, or for the performance of 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



467 



some especial duty, is the district mes- 
senger service. Call-bells connected 
with the nearest exchange of this ser- 
vice are provided in every important 
hotel, boarding house and business es- 
tablishment, A messenger, in blue and 
white uniform, will answer a call with- 
in a minute or two, and will perform 
the service required with expedition 
and economy, the cost depending upon 



the extent of the service required. Or- 
dinary service charges, 8d. per hour, 
or 4d. per half mile ; Gd. a mile, in 
addition to fares. These boys can be 
entrusted with a mission to any part 
of the world. This service is very 
convenient in connection with cable 
communication, as the messengers will 
convey the message to the nearest de- 
sired cable office quickly and cheaply. 



SOME PLACES AND HOUSES REFERRED TO BY DICKENS. 



Oliver Twist — Great Saffron Hill and 
Field Lane. 

Oliver Twist and Bill Sykes — St. An- 
drew's Church, Holborn. 

Ol'ver Twist — Bill Sykes' death — Ja- 
cob's Island, Jacob Street, Bermondsey. 

Little Dorrit — Foundling Hospital. 

Little Dorrit — Bleeding Heart Street, 
Charles Street, Hatton Garden. 

Little Dorrit — Church of St. George, 
Southwark, Great Dover Street. 

Old Curiosity Shop — 14 Portsmouth 
Street (doubtful). 

Old Curiosity Shop — 10 Green Street, 
Leicester Square. 

Nicholas Nickleby — Madame Manta- 
lini — 11 Wigmore Street, W. 

Sketches by Boz (Mrs. Tibbs) — Hun- 
ter Street, W. C. (Gt. Coram Street). 

Edw'n Drood — Staple Inn, Holborn. 

Honest John (Westlo<?k and Rose- 
bud) — Furnival's Inn. 

Mr. Fledgeby (Pubsey & Co.) Our 
Mutual Friend — The Albany, Piccadilly. 

Sairey Gamp — Kingsgate Street, The- 
obalds Road. 

Turveydrop's Dancing Academy — 26 
Newman Street. 

Samuel Pickwick — George & Vulture 
Inn (Thomas' Chop House) — George 
Yard, Lombard Street. 

Sol. Gill's House — 157 Leadenhall 
Street. The figure of the wooden mid- 
shipman is still in the possession of 
Messrs. Norie & Wilson, 156 Minories. 

Alfred Jingle and Miss Wardle — 
White Hart, High Street, Borough. 

Mr. Squeers — Saracen's Head, Snow 
Hill. 

Bob Sawyer — Lant Street, Borough. 

Old Curiosity Shop — "Sampson and 
Sally Brass," Bevis Marks. 

Mr. Pickwick. Alfred Jingle, Copper- 
field, Steerforth, Mr. Peggotty — Golden 
Cross Hotel, Charing Cross. 

Martha (Copperfield) — St. Martin's 
Church, corner St. Martin's Lane. 

Mr. Brownlow (Oliver Tw'st) — 39 
Craven Street (Barnett's Hotel). 

Charles Dickens (in James Lamert's 
firm) — Hungerford Stairs. 

Tom-all-Alone's (Bleak House) — 
Chandos Street, Peabodys Buildings 

David Copperfield, Mrs. Crupp. M'ss 
Betsy Trotwood — 37 Buckingham Street, 
Strand. 

Pickwick — Adelphi Hotel, 72 John 
Street. 

Mr. Wardle, Fat Boy Joe. also Mr. 
Snodgrass — Osborn's Hotel, Adelphi. 



and "All the 
26 Wellington 

Grove," Herbert 
—Tavistock Ho- 



Copperfield, Martin Chuzzlewit, Junr.. 
Mark Tapley — The Fox-under-the-Hill, 
Salisbury Street. 

Miss La Creevy — Savoy Street, 
Strand, No. 111. 

"Household Words" 
Year Round" — 10 & 
Street, Strand. 

"The Finches of the 
Pocket, and Mrs. Pip 
tel, Covent Garden. 

Covent Garden — Little Dorrit and 
Our Mutual Friend. 

Artful Dodger (Oliver Twist) — Bow 
Street Police Court, Bow Street. 

Copperfield- — Covent Garden Theatre. 

Mr. Snevellicci, Nicholas Nickleby — 
Broad Court, Bow Street. 

Barnaby Rudge — "A nother boy 
hanged," Gordon Riots — Bow Street. 

Bleak House — C aptain Haw don 
("Nemo"), Lady Dedlock, Poor Joe — 
Russell Court, Catherine Street. 

Forster's Biography (David Copper- 
field)— 13 Clare Court. 

David Copperfield — Old Roman Bath, 
5 Strand Lane. 

"Magpie & Stump" (Old George IV.). 
Mr. Lowten (Pickwick), Joe Miller — 
Clare Market. 

C. Dickens — 58 Lincolns Inn Fields — 
Mr. Forster's House (Biographer) 

Jarndyce v. Jarndyee, Miss 
(Bleak House) — Lincolns Inn Hall 

Kenge & Carboy — Old Square, 
coins Inn. - 

Serjeant Snubbin — Old Square, 
coins Inn (Capt. Hawdon lived 
died). 

Krook's Rag and Bottle Warehouse, 
Miss Flite's lodging — 3 Bishops Court, 
Chancery Lane. 

"Nemo" (Captain Hawdon) (Bleak 
House), Poor Joe — Old Ship Tavern, 
Bishops Court. 

Sol's Arms — 65 Hampstead Rd. 
Transferred bv Dickens to Chancery La. 

Bleak House — Took's Court, Cursitor 
Street. (Cook's Court.) 

Mr. Snagsbv's residence — Law Sta- 
tioners, 22 Took's Court. (Cook's 
Court.) 

Bleak House — Mr. Vholes and Rich- 
ard Carstone — 22 Symond's Inn. 

Bleak House — Gridley & Necket, 
Charlie Tom — Bell Yard. Fleet Street. 

Ruth Pinch and John Westlock — 
Fountain Court. Middle Temple. 

Tom Pinch. Mr. Fips. Martin Chuz 
glewft. and Mr. Pecksniff — rump Court, 
The Chambers. 



Flite 

Lin- 

Lin- 
and 



468 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Great Expectations — Mr. Pip & Her- 
bert Pocket — Garden Crt., Mid. Temple. 

Barnaby Rudge — Sir John Chester. 
Hugh S. Tappertit, Gabriel Varden — 
Paper Buildings, Kings Bench Walk. 

Mr. Rokesmith and Mr. Boffin— Clif- 
fords Inn, Fleet Street. 

Barnaby Rudge— Hugh — St. Dun- 
stan's Church, Fleet Street. (The 
Pump.) 

Toby Veck (The Chimes)— St. Dun- 
stan's Church, Fleet Street. 

C. Dickens — Daily News, 67 Fleet 
Street. Supervision of Dickens in 1846. 

Tale of Two Cities — Charles Darnay 
and Sydney Carton — "Ye Olde Cheshire 
Cheese," Fleet Street. 

Fleet Prison (where now stands Con- 
gregational Memorial Hall) — Pickwick. 
Sam Weller, Dodson and Fogg — Bardell 
v. Pickwick. 

Great Expectations — 25 Wood Street, 
Cheapside, Cross Keys Inn (now the 
Castle) — Mr. Pip, Mr. Jaggers. 

"Grip," the Raven (Barnaby Rudge l 
— Mrs. John M. Cook, Mount Felix 
Walton-on-Thames, possesses the stuffed 
original. 

Dombey & Son — Bow Bells, Cheap- 
side. 

Bardell t'. Pickwick — The Guildhall, 
King Street, Cheapside. 

Messrs. Dombey & Son, near Royal 
Exchange — (Dombey & Son, Tailors, 120 
Cheapside, perpetuate). 

Mr. & Mrs. Daniel Quilp and Mrs. 
Jiniwin — 6 Tower Hill. 

Little Dorrit — Southwark Bridge (the 
Iron Bridge). 

Edwin Drood — Falcon Hotel, Falcon 
Square, Aldersgate Street. 

Great Expectations — Newgate Prison 
— Pip and Mr. Wemmick. 

Nicholas Nickleby — Saracen's Head. 
Snow Hill — Mr. Squeers. 

Oliver Twist — Clerkenwell Police 
Court. 

Little Dorrit — Bleeding Heart Yard — 
Messrs. Doyce & Clennam, Mr. and Mrs. 
Plornish. 

South Kensington Museum — Letters 
and MSS. of Charles Dickens. 

Pickwick — Spaniards Inn, Hampstead 
Heath. 

Charles Dickens — 15 Furnival's Inn 
(lived) — John Westlock, Tom Pinch. 

Bleak House — Mr. Snagsby. Mr. 
Grewgious — 10 Staple Inn. Holborn. 
The mysterious inscription 
P 
J T 

1747 
Martin Chuzzlewit — Bull and Anchor 
Tavern, Sairey Gamp, Betsy Prig, Mr. 
Lewsome — (The Bull) 92 Holborn. 

Poll Sweedlepipes, Mrs. Gamp— 
Kingsgate Street, Holborn. 



Billichin, Mr. Grewgious, Miss Twin- 
kleton, and Rosa — 18 Southampton 
Street, Bloomsbury. 

Barnaby Rudge — Lord Mansfield. 
Gordon Riots — 29 Bloomsbury Square. 

Bleak House — Richard Carstone, 
Kenge & Carboy — 28 Devonshire Street, 
Bloomsbury. 

Oliver Twist and Nicholas Nickleby 
were written at 48 Doughty Street. 
Mecklenburg Square. 

Bleak House, Hard Times, Little 
Dorrit, and Tale of Two Cities, were 
written at Tavistock House, Tavistock 
Square. 

Mrs. Dickens' (mother) establishment 
(school) — 147 Gower Street. 

Master Humphrey's Clock, Christmas 
Carols, and David Copperfield, were 
written at 1 Devonshire Terrace, Mary- 
lebone. 

Mr. Dombey's House — Mansfield 
Street, Bryanstone Square. 

Barnaby Rudge — Lord George Gordon 
— 64 Welbeck Street. 

Mr. Dorrit — Claridge's Hotel, Brook 
Street, Grosvenor Square. 

Pickwick, Bleak House, Mr. Guppy — 
White Horse Cellars, Piccadilly. 

Chapman & Hall (publishers of Dick- 
ens) — 11 Henrietta St., Covent Garden. 

Ralph Nickleby (offices) — 6 Golden 
Square. 

Kenwigs — 48 Carnaby Street. 

Newman Noggs — The Crown Inn. 
Beak Street, Regent Street. 

Pickwick — Green Dragon Tavern. 
Leadenhall Market. 

Sam and Tony Weller — Blue Boar. 
Leadenhall Market. 

Pickwick — Dodson & Fogg, 4 New- 
mans Court (not Freeman's), Cornhill. 

Our Mutual Friend — Pubsey & Co. — 
St. Mary Axe. 

Old Curiosity Shop — house of Samp- 
son Brass — 10 St. Mary Axe. 

Pickwick — Bull Inn Yard, 24 Aldgate. 

Dombey & Son — Aldgate Pump, top 
of Leadenhall Street. 

Martin Chuzzlewit — Mrs. Todger's 
Boarding House — Fish Street Hill. 

Oliver Twist — Nancy ; Mr. Brownlow. 
and Rose Maylie (meeting) — London 
Bridge. 

Dickens (lived when a boy) — 40 Lant 
Street, Borough. 

David Copperfield — St. George's Obe- 
lisk, Borough Road. 

Fanny Dorrit — S urrey The a t r e. 
Blackfriars Road. 

Uncommercial Traveller- — Bethlehem 
Hospital (Bedlam) Lambeth Road. 

Uncommercial Traveller — C h r i s t - 
church (Newman Hall), Lambeth Road. 

David Copperfield— Red Lion, 48 Par 
liament Street. 

Mary Graham and Martin Chuzzle- 
wit — St. James' Park. 
(From- Allbut's London Rambles with 
Charles Dickens, and others.) 



PRACTICAL GUIDE TO PARIS 



The following guide to Paris is not 
intended to take the place of such 
well-known guides as Baedeker, Jo- 
anne, etc., but in certain respects it 
will be even more helpful. For in- 
stance, the "heavy German" advice as 
to economizing in getting baggage to 
the hotel has been neglected, as it is 
believed that a matter which does not 



tariff at the Waldorf-Astoria in New 
York or the Touraine in Boston, es- 
chewing the rare and somewhat expen- 
sive private bath. A good room can 
be secured in one of the best hotels 
in Paris for $2.00 a day, as will be 
seen bv the facsimile bill reproduced 
elsewhere. From $5.00 to $6.00 a day 
should be allowed to live comfortably, 




NOTRE DAME AND THE HEART OF PARIS 



involve more than the expenditure re- 
quired against one's baggage from the 
arrival platform at the Grand Cen- 
tral Station to a Fourth Avenue car 
would upset the already keyed-up trav- 
eler. The writer has recently visited 
Paris with a view to seeing how com- 
fortable the average American can be 
on a fair expenditure of money which 
would call for accommodations such 
as would be supplied at the minimum 



although if pensions are patronized, 
and the stay is of any length, the sum 
can be reduced by 40 to 50 per cent. 
The underground railway, called the 
"Metro," for short, has reduced the 
cost of sightseeing very materially over 
what the writer had to pay twenty 
years ago on his first -visit to Paris. 

In the preparation of this matter 
the writer has had the advantage of 
the advice of his friend, Mr. Francis 



469 



470 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



,P. Mann, the Paris representative of 
the Scientific American. A better 
cicerone than Mr. Mann does not ex- 
ist, and the details are correct up to 
the date when the matter was sent 
from Paris, February 1, 1910. 

The traveler from America may land 
at a number of different ports, but 
is sure to arrive at one of the large 
stations in Paris, and the method of 
procedure is the same at all. On ar- 
rival have a porter take all your bag- 
gage, except what has been registered 
to Paris, and leave it in the check or 
left baggage room, getting checks 
therefor. In French this is called the 
consigne, and the hotel porter will take 



regiment," if you have "anything 
to declare." This refers to provi- 
sions in bulk, wines, cigars, and 
matches, which are a government mon- 
opoly, and you will be passed through 
quickly. Do not try to bring in brandy 
or other liqueurs unless you are seek- 
ing trouble. The porter will now take 
you to the cab, and you are at liberty 
to go to your chosen hotel without fear 
of being forced to stay if the accom- 
modations are not satisfactory. After 
once being landed in the heart of the 
hotel district you can walk from hotel 
to hotel until you find something to 
suit you as to location and price. The 
guide books tell you to reward the 



place DE 
L'lTOlLE 



GARES7LAZARE 
{QUEST RWE0R0f7£) 

" 4&fe, MADtLElNtM^* 




6AREDUN0RD 

»y*T. T -- ^oQAREDE L'EST 



PLACEDELA 
REPUBLIQUE 



6 ARE DESO„ 
INVALIDES CHAHBHE, 

DESDEPUTES^J^ 



/NVALIDES 



6% 



e>* 



PL.SlGERMAI, 
DESPRES A 



GARE O 

MONTPARNASSE 
(QUEST R/l/E GAUCHE) 




> ' (semajJo 



PL.dela Bastille 

A/AT/QA 

6" 



^IGAREDE, PLANTES X ' V 
j6kCEAUX-MD/CJS GARE 

2j I D' ORLEANS 

3 ^OBSERVA WIRE (AUS7£RL J TZ) 



ORIENTATION OF PARIS. 



them out later. They have several 
people for this purpose, and it is the 
particular business of the hotel por- 
ters to bring the guests' baggage to 
and from the hotel. The expense is 
very slight, and it saves a great deal 
of annoyance. The baggage can be 
left in the consigne as long as re- 
quired, for a small daily fee. It is 
a good plan to have a small handbag 
for toilet articles, etc., which can be 
readily carried, so that you will be 
practically independent of everybody 
owing to your mobile condition. After 
your porter has attended to this you 
are ready for a cab. As you pass 
through the exit you will be asked by 
the city official, the representative of 
what is vulgarly called "the green 



porter by fifty centimes, or more, ac- 
cording to weight. Disregard this, and 
give him a franc. Do not try to be 
stingy at the station ; it does not pay. 
Of course, if there is a great deal of 
baggage, and the party is large, this 
amount should be increased in fair 
proportion. Always ask the cab driver 
for his numero, as this will enable 
you to trace lost articles, and may 
help to settle disputes. The official 
tariff is printed on the numero. See 
page 472. 

It is wise to select a good hotel 
which is used considerably by Ameri- 
cans, for the first day at least, then 
you can change to a cheaper hotel. 
The Continental, which has been used 
by the writer a number of times, and 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



471 



also llie Grand Hotel, are recommended 
for a preliminary stop. Do not have 
your baggage brought on unless you 
decide to stay, as this will involve con- 
siderable expense, unless your final 
stopping place is decided on. This de- 
cision having once been made, give all 
your baggage receipts to your porter, 
who will have all your baggage sent 
to your room in a very short time. If 
the baggage has not been examined at 
the frontier, or by the customs officials 
at some port, it is necessary to send the 
keys along in order that the baggage 
can be looked over. The examination 
is not apt to be very searching. 




RAILWAY MAP OF PARIS. 
There are a number of terminals in 
Paris : 

1. Nord: Place du Roubaix. Sta- 
tions for trains for or from Calais, 
Boulogne, Belgium, Germany, etc. ; 
also local trains to St. Denis, Enghien, 
etc. 

2. Est: This is also known as the 
Strasbourg Station, and is situated on 
the Place de Strasbourg. The lines 
from Nancy, Metz, Belfort and the 
St. Gotthard line come in here. This 
line also has another station for the 
line to Vincennes. 

3. Ouest: This line has three sta- 
tions : the Gare St. Lazare, Rue St. 
Lazare, for Normandy, etc., local 
trains to Versailles, St. Cloud, etc. ; 
Gare Montparnasse, for Versailles, 
etc.; Gare des Invalides, for Versailles 
and other lines. Use the Gare St. 
Lazare for express trains. 

4. Orleans: This railway company 
has a new and very complete station 
on the Quai d'Orsay. Trains arrive 
from and leave for Orleans, Bordeaux, 
etc. Take all express trains here. 
Gare cle Quai d'Austerlitz, the old sta- 
tion, is now connected bv a loop line. 
Gare de Luxembourg, Boulevard St. 



Michel and Rue Gay-Lussac, local 
trains for Sceaux and Limours. 

5. Paris, Lyons and Mediterranean 
(Gare cle Lyon), Boulevard Diderot. 
Trains for Marseilles, Nice, Italy, via 
Nice or Mont Cenis tunnel, leave from 
this station ; also for Fontainebleau 
and other points of interest near by. 

For long trips the Compagnie Inter- 
nationale des Wagons-Lits, 3 Place cle 
l'Opera (the International Sleeping 
Car Company), should be consulted. 
For other addresses, such as foreign 
railway companies, steamship compa- 
nies, etc., consult the hotel porter. 
They are all in the foreign quarter, 
near the Opera House, within five min- 
utes' walk. They all have plenty of 
literature, and courteous attendants 
who speak English. Cook's office is 
1 Place de l'Opera ; American Express 
Co., 11 Rue Scribe ; North German 
Lloyd, 2 Rue Scribe ; Hamburg- Amer- 
ican Line, 1 Rue Auber ; Cunard Line, 
2 Ms Rue Scribe; Holland- America 
Line, 7 Rue Scribe ; Dominion Line, 
9 Rue Scribe ; French Line, 6 Rue 
Auber ; White Star Line and Red Star 
Line, 9 Rue Scribe. 

CABS AND MOTOR CABS 
On the next page is a reproduction of 
a numero which should be required 
from the cab driver when the cab is 
taken. Thus, this is Cab No. 2111. 
From this it will be seen that the rates 
are as follows : From six o'clock in 
the morning, in summer, or seven 
o'clock in winter, until 12.30, the 
course (a drive without limit as to 
distance) is one franc fifty centimes 
(30 cents) ; by the hour, two francs. 
(Cab drivers are not particularly fond 
of using their vehicles by the hour.) 
From thirty minutes past twelve to 
six o'clock, in the summer, and seven 
in the morning, in winter, the course 
is two francs twenty-five centimes (45 
cents), or two francs fifty centimes 
(50 cents) per hour. This is the max- 
imum tariff for what is known as the 
interior of Paris. The maximum tar- 
iff beyond the fortifications includes 
many pleasant drives, such as the Bois' 
de Boulogne, Bois de Vincennes. etc. 
The time is based from six o'clock in 
the morning to midnight, in summer, 
from the first of April to the thirtieth 
of September, and six o'clock in the 
morning to ten o'clock in the evening, 
in winter, October 1 to March 31. 
When a passenger goes out of and 
returns within the limits of the forti- 
fications the fare is two francs fifty 



472 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



centimes, or fifty cents per hour ; but 
when the traveler leaves the carriage 
beyond the fortifications the driver is 
entitled to an indemnity for the return 
trip of one franc (20 cents). Car- 
riages taken beyond the fortifications 
for Paris are two francs, or forty cents 
an hour. The charge for one piece 
of baggage is twenty-five centimes (5 
cents) ; two pieces, fifty centimes (10 
cents) ; three or more pieces, seventy- 
five centimes. The cab driver should 
also receive about twenty-five centimes 
pourboire for very long distances, and 

COMPAGNIE GENERUE 

DES VOITURES A PARIS 

Soclete Anonyme an Capital de 30,175,530 francs 

!■, Place d-u. Theatre - lEVangain 



iAJJ-Iuh 



ton«ervercenumeroencaM4i£4UfHaationii,quidevront, 
B'il y 3 lieu, ctro adreggeeg a m. le Vretst de Police. 



VOITUREDE PLACE ft 2 PLACES 



TARIF MAXIMUM dans l'INTERIEUR DE PARIS 



Do 6 heures du malin en ele 

De 7 heures du matin en hiver 

a minuit 30 minutes. 



La Course.. 
L'Heure.... 



1 fr. 5© 

2fr. » 



Do minuit 30 minutes 

a 6 heuios du matin en ele 

eta 7 heures du malin en hiver 



La Course. 
L'Heure. .. 



» fr. 35 
« fr. &Q 



TARIF MAXIMUM au dela des FORTIFICATIONS 

(EOIS DE aOlU.OG.NE, BOIS DE VIUCENNES, ARCUEH., AUBERVILLIEIIS, 
BAGNEUX, BAGNOLET, BOULOGNE, CUARENTON, CLICHY, GENTaLY, 
ISSY, IYnT, LES LILAS, IES PRES-SAINT-GERVA1S, LEVALLOIS-PERRET, 
HAUKOFF, MONTREUII., MONTROUGE, NEU1LLY, PANTUt, R0HAISV1LLE, 
SAINT-DENIS, SAINT-MAUDE, SAINT-MAURICE, , SAINT-OUF.N, V»NVES, 
V1LLEJUIF, VINCENNES.) 

[Traiter de grid gre" pour les' aulres destinations.) 
De 6 heures du matin a minuij en die (1" avril au 30 septembre) 
De 6 heures du malin a 10 h. du soir oa,hiver.(l ,r octobre au 31 mar*) 



Lorsque le voyageur rentrcra 
dans Paris avce la voiturc 

L'Heure.... Sfr.5© 



Lorsque le voyageur laissera la 
voiture au dela des fortifications 

INDEMNITE de retour 1 fr. » 



VOITURE P8ISE HQRS.DES FORTIFICATIONS POUR PARIS 
L'Heure..... » fr. 



BAGArGES : i colis, 25 c.; 2 colis, 60 c.; 3 colis etplos, 75 c. 



where a cab is taken by the hour the 
amount should be increased to fifty 
centimes (10 cents). The fee should 
also be fifty centimes where the small 
folding front seat is used to accommo- 
date another person. For short dis- 
tances taximeter cabs are recommend- 
ed, and the first fare which shows up 
on the register after the wheels are 
started is seventy-five centimes (15 
cents), for 1,200 meters or nineteen 
minutes' drive. For 400 meters addi- 
tional, or three minutes' drive, ten 
centimes (2 cents) will be registered 
on the indicator. At night, within the 
city, fifty centimes, or ten cents, extra 
is expected per drive or per hour. If 
the taximeter cab should pass through 



one of the city gates an extra fifty cen- 
times (10 cents) is paid. The indem- 
nity for the return of the cab which 
is discharged outside of the gates is 
the same as the ordinary cab, one franc 
(20 cents). Motor cabs should not be 
confused with taximeter cabs. There 
are two classes. The first class has no 
regular tariff, but can be engaged at 
the principal hotels or the Central 
Depot in the Rue de Halevy, near the 
Opera House. The expense is about 
twenty francs per half day ; the short- 
est drive would be at least three francs. 
There are two companies having motor 
cabs in Paris. A cab for two persons 
costs one franc twenty-five centimes 
(25 cents) the first kilometer, and fifty 
centimes (10 cents) for each additional 
kilometer. The cabs for four persons 
cost one franc fifty centimes, and sixty 
centimes for each additional kilometer. 
A landau for four or six persons costs 
two francs, and eighty centimes for 
each additional kilometer. An extra 
franc is charged in each case if the 
cab is taken within the fortifications ; 
each time the cab passes through a 
city gate there is an extra charge of 
one franc. If cabs are discharged out- 
side the fortifications the expense is 
fifty centimes per kilometer. This rate 
refers to the vehicles of the Voitures 
de Place Automobile. The other com- 
pany is the Compagnie Franchise des 
Automobiles de Place. The tariff for 
one or two persons within the city is 
seventy-five centimes (15 c^nts) for 
the first 900 meters, and ten centimes 
for each additional 300 meters. Out- 
side the fortifications, if more than 
two persons are carried, the same fare 
obtains, but for each 750 meters, with 
250 additional instead of 300. The 
tariff at night calls for only 600 meters 
for the first seventy-five centimes, and 
200 meters only for each additional ten 
centimes. Fifty centimes is charged 
every time a city gate is passed 
through. The indemnity for vehicles 
discharged in the Bois de Boulogne is 
one franc ; if discharged outside the 
fortifications the expense is fifty cen- 
times per kilometer. 

HOTELS. 

The hotels of Paris are famous all 
over the world, but the visitor who is 
familiar with the best hotels in New 
York, Boston or Philadelphia, will be 
disappointed with the appointments of 
the public rooms. There is little at- 
tempt made to rival the splendid ho- 
tels of New York. The prices charged 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



473 




Alger (rue d') 
4. dc la Tamiso. 
I) 13. d'CUt'ord ct do 
Citui bridge. 

Antin {rue. d') 
n lti. des Etats-Uni 
D 18. d'Antin. 
20. Kavnaud. 
D 22. do 'France. 

Boissy-d' Anglas(rue) 
B 15. Vouilicmont. 

35. Tete, y. ) Cite 
E 35. Percy, 5. ( du 
V. 33. <le la CtttS ( Kc- 

du Rctiro, 3. ) liro. 

Cambon (rue) 
E3. Gd-lldtel Cam- 
bon. 
C 8. Metropolitain. 
C 25. du Canada. I 

C29. Maison mcublcc. 
<i 35. Maison Pincct. , 
D 37. dc Castiltc. 

Capucines (Void, des), 

A 12. Grand-JIotcl. L ^T^T ( ™ e) 
D 25 a 20. Maisons L 13 - Marsollicr.. 

meublecs. I Moliere (rue) 

B 3J. Grand-Hdtcl dos E 21. Grand-Hotel Mo- 



Concorde 
(place de la) 
10. Crillon. 
Daunou (rue) 
D4, dc Choiseul 

d'Egyptc. 
C 4. Kastadt. 
Co. dc I'Amirautc. 
n 8, d 'Orient. 
D 7. de .rfiiiipirc. 
B 17-19. Cbatliani. 
Duphot (rue) 
E fi.de la Maycrinc. 
E 8. Burgundy-Hotel. 
E 20, dc I'Aniirautc. 
Echelle (rue dc I'). 
B 7. Normandy-Hotel, j) IJ 
B 11. Montana" 



Paix (rue de la) 
B 8. Mirnbcau. 
B 41-4 1. Westminster. 1 
C -18-20. dc Hollandc. 1 
C22. des lics-Britan- C 239-241. de France 



et Choiseul. 
D 300. Ap|> (mcublci) 
St-Hyacinthe (rue) 
K S. du Prince-Albert, 
li 8. de Londrcs el 

de Milan. 
E 10. des Tuilcries. 
Saint-Roch (rue) 
Louis-le-Grand (rue)' n Q~"n"7"i"ir i \' ""'>, H I Gibraltar. 
C2. Louis-lc-Grand. B J;, Royal-Palace-Ho- D ,. <lc ParU cl u0 s- 

D17. Gd-HGtcl d:0r- n ^: nC s ai nt-Romain. 



niques. 

Petits-Champs 
(rue des) 
C 48. Madison. 

Richepanselrue) 
E ti. do la Concorde. 
Riehcpanse. 
Richelieu (rue) 



Capucinds. 

Capucines (rue des] 
C 5. de Calais. 
C 2V. « The Marlbo- 
ro » Private Hotel. 

Castiglione (rue de) 
A 3. Continental. 
Co. Grand -Hdtcl dc 

Londrcs. 
C. 7 et 9. Dominici. 
C 11. Liverpool. 
B 12. dc Castiglione. 



Here. 

Monsigny (rue) 
E 1, 3 ct 5. Monsigny. 
E 2. Dalayrac. 
E 9. dc la Neva. 

Mont-Thabor 

(rue du) 

D 4. Maison mcublcc. 

Op6ra (avenue de I') 

B 22. des Bcux-Mon- 

dcs. 
B 39. Bcllcvuc. 



leans, 
li23.de Brctagnc. 
Rivoli (rue de) 
B 172. du Louvre. 
B 202. St -James 

d'Albanv. 
B200. du Jardin. 
C 208. Wagrant. 
A 228. Mcuricc. 

Rivoli (place de) 
B 2. Rcgina. 

Sainte-Anne (rue) 
D 11 bis. Paris-Centre 
Saint-Honore" < rue) 
C 223-225 

Albion 



n 



D 42'. du Dauphin 
L 13. dc. Londrcs 
dc Brighton. 
Scribe (rue) 
ct B 1. Scribe.' 

Seze (rue de) 
E 10. de Seze. 

Venddme (place) 
A 1. Vcndomc. 
A 3-5. Bristol. 
A 4-0. du Bbin. 
A 45. Riu. 
29 Juillet (rue du) 
D 4. Tivoliier. 
dc Lille ct* Volney (rue) 

D 11. Henry's Hotel 



ct 



HOTELS NEAR THE OPERA AND IN THE ENGLISH QUARTER. 

The figures in the text refer to street number. A. B. C. D. refer to relative quality of hotels, thus A. is better than B 



474 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



are not exorbitant, and are usually less 
than the charge for the same accom- 
modations in New York. The large 
hotels in the center of the town, such 
as the Hotel Continental and the 
Grand Hotel, have already been rec- 
ommended for a day at least until the 
traveler can get his bearings. It is 
possible to get a good room in these 
hotels for 10 francs a day, and some- 
times even less. If desired, breakfast 
will be served in the room at an ad- 
ditional fee of ten cents or more. It 
is an exploded idea that you must go 
to a cafe in the early morning for 
breakfast ; you are much more com- 
fortable in your hotel ; but writers of 
guide books still copy from the vin- 
tage of 1876, or thereabouts. 

The following list of hotels has just 
been compiled and checked as being 
open and prepared to receive visitors 
on February 1, 1910. The most fash- 
ionable hotels are found near the Place 
Vendome. Here will be found the 
Hotel Bristol, Hotel du Rhin, the 
Hotel Ritz, Elysee Palace Hotel, Hotel 
de 1'Athenee. These are all hotels of 
the first class, and are apt to be ex- 
pensive. Visitors should make search- 
ing inquiries as to expense before 
bringing on heavy baggage. Other ho- 
tels in the same section are the Hotel 
Meurice, Hotel Regina, Hotel Chat- 
ham, Mercedes Hotel, Langham Hotel, 
and Hotel Montana. Not far away 
are the following hotels : Hotel Ter- 
minus, Gr.-Hotel du Louvre, Hotel Mi- 
rabeau, Hotel Westminster, Hotel de 
Hollande, Hotel des Iles-Britanniques, 
Hotel Castiglione, Hotel de Londres, 
Hotel Brighton, Hotel de Lille et d' Al- 
bion, Hotel de France et Choiseul, 
Hotel Scribe, Hotel d'Albe, Carlton 
Hotel. Other hotels between the Place 
de la Concorde and the Madeleine, and 
the Palais-Royal and Boulevard Mont- 
martre, are as follows : Hotel St. 
James et d'Albany ; near the Place de 
l'Opera is the Grand Hotel des Capu- 
cines and the Hotel de Russie ; near 
the Madeleine will be found the Hotel 
de la Grande Bretagne, the Hotel 
St. Petersbourg and the Hotel Buck- 
ingham ; near the Louvre will be found 
the Hotel du Palais-Royal. % On the 
left bank of the Seine will be found 
a number of hotels which are less 
frequented, and are apt to be compara- 
tively inexpensive. These are specially 
patronized by students. Rooms can be 
had as low as 3, 3% and 4 francs, in 
some cases. The Pension can be had 
from 7 to 8 francs in most cases. 



There are a number of hotels near 
the railway stations, as the Hotel Ter- 
minus, near the Gare St. Lazare. Near 
the Gare Montparnasse will be found 
the Hotel de la Marine et des Colo- 
nies. Near the Gare d'Orleans will be 
found the following hotels : Hotel des 
Mines, Hotel des Americains, and the 
Hotel des Etats-Unis. 

The following list of hotels is given 
in the "Daily Mail Guide to Paris," 
and includes some names not listed 
above. 

OTHER HOTELS. 

Hotel d'Iena. — 26, Avenue d'lena. One of 

the best hotels, with all modern comforts. 

F. Schofield, proprietor. E. Wiedemann, 

new manager. 

Hotel Crillon. — Place de la Concorde and 

Rue Boissy-d 'Anglais, high class. 
Hotel Majestic. — Avenue Kleber, New. 
First class. Located in the most fashion- 
able and healthiest part. 
Carlton Hotel. — Champs Eh/seas. Restau- 
rant, grill-room, teas. Now open. H. 
Ruhl. 
Hotel Astoria. — Champs Elysees. Up to 
date. Unique position. High-class res- 
taurant. Celebrated orchestra. 
Royal Palace Hotel. — 8, Rue de Richelieu. 

Newest of Paris strictly modern hotels. 
Hotel Westminster. — Entirely rebuilt in 
1908. High-class family hotel. L. Gan- 
dolfo, manager. 
Hotel d'Albe. — 55, Avenue de l'Alma. 
Grosvenor Hotel. — 59, Rue Pierre-Charron. 

lOfr. per day for stay of eight days. 
Hotel Brighton. — 218, Rue de Rivoli, 
facing Tuileries Gardens. New high-class 
residential hotel. 
Hotel Campbell. — 47, Avenue Friedland. 
Well known. First class. Entirely reno- 
vated. 
Royal Hotel. — Champs Elysees, 33, Avenue 

Friedland. Private bathroom. 
Hotel Mirabeau. — Rue de la Paix. Entire- 
ly reconstructed with all latest installations. 
Hotel Madison. — 48, Rue des Petits Champs. 
Select and thoroughly up to date. Re- 
opened April, 1908. Hot and cold water 
in every room. 
Grand Hotel Bergere and Maison 
Blanche. — Central situation. From 12fr.per 
day. Every modern comfort. 
Princess Hotel. — 1, Avenue du Bois de 
Boulogne. Unique position. Private 
apartments, with bathrooms. 
Hotel Lille et d'Albion. — 223, Rue Saint 
Honore. Very comfortable. High-class 
residential hotel. Moderate terms. 
Hotels St. James et Albany. — 211, Rue 
Saint Honore and Rue de Rivoli 202. 
Splendid position, overlooking Tuileries 
garden. 
Hotel Louvois. — Place Louvois (near Opera). 
Every latest comfort and most moderate 
terms. 
Hotel Terminus Nord. — Boulevard Denain. 
Opposite Gare du Nord. All modern com- 
fort. First-class restaurant. 
Hotel Wagram. — 203, Rue de Rivoli. En- 
tirely reconstructed. Up to date. 
Hotel Ferras. — 32, Rue Hamelin, Champs 
Elysees. Modern family hotel. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



475 



The Avenue Hotel. — 157, Rue de la Pompe. 

Hotel de Bourgogne. — 7, Rue de Bour- 
gogne. From lOfr. Excellent restaurant. 

Hotel des Tuileries. — Rue St. Hyacinthe. 

Hotel de Rivoli and Grand Palais. — 2 
Rue Jean Goujon (Champs Elysees). Apart- 
ments at moderate prices. Home comforts. 

Adelphi Hotel. — 4 & 6, Rue Taitbout. Up 
to dato and modern. New management. 

Grand Hotel des Acacias. — 47, Rue des 
Acacias. Opened October, 1909. From 
9fr. 

BOARDING HOUSES. 

An average inclusive price for a first-class 
pension at ordinary times is lOfr. daily; 
but there are prices to suit all. Proprietors 
of boarding-houses are usually disposed to 
make special terms for a long stay (from 150fr. 
to 250fr. a month). In the majority of the 
boarding-houses visitors can obtain lessons 
in conversational French. 
Hotel Pension Simonet. — 5, Rue Bassano 

between Champs Elysees and Trocadero 

(Metro, Alma). All modern improvements. 

From 8fr. Steam heat and lift. 
Champs Elys Les. — English pension, llbis, 

Rue Lord Byron. Moderate terms. 
Pension Hawkes. — 7, Avenue du Trocadero, 

Place de PAlma. First-class English house. 

Board from 7fr. 
Clairmont House. — 16, Rue de Calais. 

Bath, shady garden, electricity. From 

£2 to £5 weekly. 
Mme. Gilbert. — 62, Rue Singer, Passy. 

Home comfort. French lessons. Moderate 

terms. 
Hotel Pension Francis. — 3, Rue Robert 

Estienne. With or without board. From 

6fr. English management. 
Villa Marceau. — 37, Avenue Marceau, near 

Champs Elysees and Etoile. Moderate 

terms. From 8fr. 
Hotel Kuchner-Roth. — 29, Avenue Victor 

Hugo. All modern improvements. Mod- 
erate charges. 
Pension Guillier. — 21, Rue Valette, near 

Sorbonne. Home-like. Baths. Garden. 

From 6fr. 
Pension Zuetner, 9, Rue du Bois de Bou- 
logne. First-class. Newly furnished by 

Liberty. 
Mme. Francelle. 69, Rue Madame. 

The following family hotels and pen- 
sions are recommended. The street ad- 
dresses are given, as they are less well 
known than the hotels given in the pre- 
ceding list : Hotel Lord Byron, Rue 
Lord Byron 16 ; Hotel des Champs 
Elysees, Rue de Balsac 3 ; Pension 
Francis, Rue Robert Estienne 3 ; Bel- 
lot-Carol, Rue Boccador 4 ; Mme. Vic- 
tor Genie, Rue Marbeuf 6 ; Mme. Vil- 
lard, Av. Kleber 88 bis ; Pension 
Hawkes, Av. du Trocadero 7 ; Mile. 
Cardon, Rue Vital 14 ; Brenzinger, 
Boul. Pereire 69 ; Richard's Family 
Hotel, Rue Darcet 22 ; Pension Clair- 
mont (Edouard Poy), Rue de Calais 
16; The Home (Mile. Hadamla), Rue 
Richepanse 15 ; Mme. Doucerain, Kue 
Caumartin 12 ; The Marlboro' ( Mme. 
Wallis), Rue Taitbout 24; Hotel Dy- 



sart, Square Latour-Maubourg 4 ; H'O- 
tel-Pension de l'Odeon, Rue de l'Odeon 
3 ; Clement, Boul. Raspail 140 ; Mmt. 
Peeler, Boul. Raspail 282; Villa de* 
Dames, Rue Notre-Dame-des-Champs 
79; Mrs. Edward Ferris (Amer.), 97 
Boulevard Arago ; and the Franco- 
English Guild, 6 Rue de la Sorbonne. 

RESTAURANTS. 

Most of the restaurants in Paris 
only serve meals a la carte, and eve- 
ning dress is usually worn, although 
it is not obligatory. At all of the 
best hotels the waiters speak English, 
or at least the head waiter is always 
able to speak English. Many of 
the large hotels have excellent restau- 
rants, which are, of course, open to 
those who are not guests of the house. 
Care should be taken of the hors 
d'oeuvres, or fruit, which has not been 
ordered, as this is apt to> swell the bill 
very materially. Fruit is notoriously 
expensive in Paris, and if any of the 
hothouse varieties are partaken of the 
bill will grow apace. Two people can 
go to a good restaurant in Paris and 
get a good dinner for about $6.00, in- 
cluding fair wines ; but this is a vari- 
able quantity, and might readily be 
more or less. The following restau- 
rants are near the Opera, and in the 
center of the city : Paillard, Rue de 
la Chaussee-d'Antin 2 and Boul. des 
Italiens 38; Hotel Ritz, Place Ven- 
dome 15 ; Caf6 de Paris, Avenue de 
l'Opera 41, West Side ; Durand, Place 
de la Madeleine 2, East Side ; Larue, 
Place de la Madeleine 3, West Side; 
Cafe de la Paix, Boul. des Capucines 
12, North Side; Voisin, Rue St. 
Honore 261 and Rue Cambon 16 ; Cafe 
Anglais, Boul. des Italiens 13, South 
Side ; Henry, Rue St. Augustin 30 ; 
Maire, Boul. St. Denis 14 and Boul. 
de Strasbourg 1; Brasserie Riche, Boul. 
des Italiens 16, North Side; Restau- 
rant Prunier, Rue Duphot 9 ; and 
Weber, Rue Royale 21. 

The restaurants in the Champs Ely- 
sees and the Bois de Boulogne are 
chiefly frequented in summer. Those 
especially recommended are the Res- 
taurant Ledoyen and the Restaurant 
des Ambassadeurs. The following res- 
taurants are in or near the boulevards, 
and the list is given after a knowledge 
that they were open for business, and 
well recommended, on February 1, 
1910: Maxim's. No. 3 Rue Royale. 
is frequented almost entirely at night : 
this, with the Abbaj-e Royale, Rat 
Mort, and Bal Tabarin, should be fre- 



476 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



quented with judgment when ladies 
are in the party; Grand- Vatel, Rue 
St. Honore 275, Bouillon Duval, Place 
de la Madeleine 10 (moderate price) ; 
Bouillon Boulant, 35 Boul. des 
Capucines (moderate) ; Restaurant 
Julien, 3 Boul. des Capucines; 
Brasserie Universelle, 31 Boul. des Ca- 
pucines (moderate) ; Bouillon Duval, 
same address, also moderate priced; 
Sylvain, Rue de Halevy 12 and Chaus- 
see-d'Antin 9 (moderate) ; Restaurant 
Italien, Passage de 1' Opera 23-25 
(moderate) ; Taverne Pousset, 14 
Boul. des Italiens ; Taverne Lafitte, 20 
Boul. des Italiens ; Bouillon Duval, 29 
Boul. des Italiens (moderate) ; Noel- 
Peters, 15 bis Boul. des Italiens; Cafe" 
Cardinal, 1-3 Boul. des Italiens; Res- 
taurant Gauclair, Rue St. Marc, cor- 
ner Rue de Richelieu (moderate) ; 
Restaurant Viennois, 20 Boul. Mont- 
martre (moderate) ; Brasserie Zim- 
mer, 18 Boul. Montmartre (moder- 
ate) ; Restaurant de la Terrasse Jouf- 
froy, 10-12 Boul. Montmartre (mod- 
erate) : Bouillon Duval, 21 Boul. 
Montmartre (moderate) ; Bouillon 
Boulant, 1 Boul. Montmartre (mod- 
erate) ; Grande Taverne, 16 Rue 
du Faubourg-Montmartre (moderate) ; 
Restaurant Moderne, Rue Vivienne 45 
(moderate) ; Restaurant Marguery, 
34-38 Boul. Bonne-Nouvelle ; Brasserie 
Muller et Blaisot, 35-37 Boul. Bonne- 
Nouvelle (moderate) ; Restaurant Vi- 
ennois, Rue d'Hauteville 5 (moder- 
ate) ; Restaurant de l'Hotel Continen- 
tal, in the Rue de Rivoli ; Bouillon 
Duval, 194 Rue de Rivoli (moderate) ; 
Restaurant Delpuech, Place du Thea- 
tre-Frangais (moderate) ; Caf6-Res- 
taurant des Negociants, Rue du Lou- 
vre 42 (moderate) ; Restaurant des 
Dames-Seules, 47 Rue de- Richelieu, is 
for ladies only. There is a good res- 
taurant in the Terminus Hotel in the 
Gare St. Lazare 21. The restaurants 
on the left bank which are recommend- 
ed are as follows : Restaurant de 
l'Hotel du Palais d'Orsay, in the Quar- 
tier St. Germain ; Bouillon Duval, 170 
Boul. St. Germain (moderate) ; Caf6- 
Restaurant Lavenue, Rue de Depart 
1 ; Taverne de la Brasserie Dumesnil 
Freres, Boul. du Montparnasse 73 ; 
Cafe-Restaurant Vachette, 25 Boul. 
St. Michel (moderate) ; Taverne du 
Pantheon, 63 Boul. St. Michel (mod- 
erate) ; Bouillon Boulant, 34 Boul. St. 
Michel (moderate) ; Foyot, Rue de 
Vaugirard 22 bis and Rue de Tournon 
33 ; and Caf£-Restaurant Voltaire, 
Place de l'Odeon 1 (moderate). 



CAFES 

The cafes are, at all periods of the 
year, one of the features of Paris. They 
may, with very few exceptions, be fre- 
quented during day or evening by the 
gentler sex. After 11 or 12 p. m. a cer- 
tain number should be avoided. Many 
of the cafes in this necessarily brief no- 
tice may be visited at all times. Many 
cafes are also restaurants, where drinks 
are not obtainable inside during meal 
hours, but outside, "on the terrace," re- 
freshments are served at all hours. 
Prices of refreshments vary according to 
the location and popularity of the estab- 
lishment. Thus, what is not obtainable 
for less than 75 c. at the Cafe de la 
Paix, costs only 50 c. at the Brasserie 
Pousset, on the Bd. des Italiens. A bock 
(glass of beer) is the cheapest drink ; 
30 to 50 c. It is frequently called a 
"quart," and when a "quart" costs 30 c. 
a "demi" (double quantity) costs 50 c. 
The price of the refreshment is marked 
on the saucer served with it. 

The most popular Parisian drinks are : 
cafe (coffee without cream or milk), ab- 
sinthe, vermouth (French or Italian), 
amer (bitter) — taken with curacao. 
kirsch or grenadine, — grog americain, 
madere, porto, malaga, menthe (white 
or green), chartreuse, anisette, kummel, 
cognac ; sweet "long" drinks are : gro- 
seille, grenadine, orgeat, orangeade, 
citronade, taken with plain or seltzer 
water. Tea, coffee and chocolate are 
served at all hours. Writing materials 
always furnished free of charge. Aver- 
age price for the above refreshments is 
50 c. to 1 fr. in the better class cafes 
and 30 to 60 c. in others. Minimum 
gratuity 10 c. to 20c. 

Cafes are open from 7 or 8 a. m. 
until 1 or 2 a. m. Some cafes are open 
all night. Good lunches, dinners and 
suppers may be obtained at most cafes 
and brasseries, many of which enjoy a 
first-class reputation as restaurants. 

Among the leading cafes and bras- 
series, all of which are restaurants, 
are : Durand, 2, Place de la Made- 
leine ; Grand Cafe, 14, Bd. des Capu- 
cines, specialty, billiards ; music from 9 
p. m. ; Cafe de la Paix, 12, Bd. des 
Capucines and Place de l'Opera ; Bras- 
serie Universeile, 31, Av. de l'Opera ; 
Brasserie de l'Opera, 26, Av. de l'Opera ; 
Cafe Americain, 4, Bd. des Capucines, 
renowned dining and supper resort : 
Cafe Glacier Napolitain, 1, Bd. des Ca- 
pucines ; Maxim's, rue Royale ; Taverne- 
Royale, 25, rue Royale ; Weber's, 23, 
rue Royale : Cafe Pousset, 14, Bd. des 
Italiens ; Cafe Mazarin, 16, Bd. Mont- 
martre ; Cafe Riche, rue Le Peletier, 
corner of Bd. des Italiens ; Brasserie 
Zimmer, 18, Bd. Montmartre : Brasserie 
Muller (Cafe de Madrid), 6, Boulvd. 
Montmartre ; Cafe des Varietes, 9, Bd. 
Montmartre (famous resort of "actors); 
Cafe Brebant, 13, Bd. Poissonniere ; 
Brasserie Muller, 35, and 37. Bd. Bonne- 
Nouvelle ; Cafe de la Terrasse, 30, Bd. 
Bonne-Nouvelle ; Cafe de la Regence 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



477 



(where "chess" is greatly played), rue 
St.-Honore, Place due Theatre Prangais ; 
Cafe d'Harcourt, 47, Bd. St.-Michel ; 
Cafe de Versailles, 1, Place de Rennes ; 
Cafe du Cercle, 119, Bd. St. -Germain ; 
Cafe des Ecoles Reunies, 98, Bd. St. 
Germain ; Cafe de la Rotonde, 88, Bd. 
St.-Michel ; Brasserie Vetzel, 1, r. Auber 
(opposite the Grand Opera) ; Cafe 
Americain, 10, Place de la Republique ; 
Cafe Brasserie de l'Esperance, 18, Av. 
de la Grande-Armee ; Cafe Restaurant 
du Barreau, 10, Bd. du Palais (fre- 
quented by the legal profession) ; Cafe 
Restaurant des Sports, 89, Av. de la 
Grande Armee. The number of cafes 
in Paris is so great that an attempt 
has been made only to indicate a few 
enjoying great popularity. 

There are cafes or brasseries adjoin- 
ing nearly all the theatres and concert 
halls. Electric bells ring about a couple 
of minutes before each act is about to 
begin. 

There are some excellent Italian 
restaurants in Paris where the food is 
very good and the prices are moderate. 

It is needless to say that if repeated 
visits are paid to the same restaurant, 
the effect of liberal tips will soon be 
felt. 

The best cafes can be visited with 
propriety by ladies, although Parisian 
ladies of the highest class rarely patro- 
nize them. Cafes on the north side of 
the Boulevard Montmartre should be 
avoided., 

BRASSERIES 

Many cafes are still termed Brasser- 
ies ; at some, good meals are obtainable 
at a very moderate figure. At the Bras- 
serie Universelle, 31, Av. de l'Opera, a 
good lunch may be had for about 2% fr. 
At all brasseries the beer, whether Ger- 
man or French, is particularly good. 
Among the best known are : Muller, 60, 
faubourg Montmartre ; Pousset, 14, Bd. 
des Italiens ; Zimmer, 18, Bd. Mont- 
martre ; Pschor, 2, Bd. de Strasbourg ; 
Montmartre, 61, rue du Faubourg-Mont- 
martre ; Mollard, 113-117, rue St. La- 
zare (opposite Terminus Hotel) ; Coq 
d'Or, 149, rue Montmartre. 

WINE SHOPS 

The wine shops of Paris are very 
numerous, but are largely frequented 
by the lower classes and are not visited 
by English-speaking people to any ex- 
tent. Wine is obtainable anywhere in 
Paris, but is apt to be dear and indif- 
ferent. Red Bordeaux costs anywhere 
from 2y 2 to 4 fr. a bottle; white Bor- 
deaux is about the same price. Bur- 
gundy costs 4 fr. a bottle. Champagne 
does not have the vogue in France that 
it does in other countries. 



BARS (ENGLISH AND AMERICAN) 

Those enjoying the best repute are : 
Henry's Bar, 11, rue Volney ; Chatham 



Hotel Bar, 17, rue Daunou ; Saint- 
Petersburg Hotel Bar, rue Caumartin • 
Chicago Bar, 12, rue Taitbout ; The Bo- 
dega, 234, rue de Rivoli, etc. There is 
also a bar in the Grand Hotel. 

PASTRY COOKS AND TEA ROOMS 

For amateurs of cakes, creams, ices 
and light refreshments, Paris provides a 
great number of well managed shops 
and rooms where, at moderate figures, 
one may obtain all one desires in this 
department. Some of the pdtissiers have 
acquired a great reputation for their 
various specialties. The following will 
be found especially good : Wanner 
Patisserie Viennoise, 3, Chaussee d'An- 
tin ; Chiboust, 163, rue St.-Honore : 
Bourbonneux, place du Havre ; Laduree, 
16, rue Royale ; Potel et Chabot, 2 Av. 
Victor Hugo. 

Good cakes, etc., to be had at Lip- 
ton's Tea Rooms, 37, Bd. Haussmann, 
Paris. 

Afternoon tea is obtainable also at 
the following places : Hotel Montana, 
11, rue de l'Echelle (corner of Av. de 
l'Opera) ; Hotel Continental, rue de 
Rivoli ; English Dairy Co., 8, rue Cam- 
bon ; Rumpelmeyer, 226, rue de Rivoli ; 
Colombin, 6, rue Cambon ; Marlborough, 
5, rue Cambon ; Maison Ixe, 6, rue 
Halevy ; Ritz Hotel, Place Vendome ; 
Elysee Palace Hotel, Av. des Champs- 
Elysees ; Grand Hotel, Bd. des Capu- 
cines ; Wanner, 3, rue de la Chaussee- 
d'Antin (Viennese confectionery) ; Chi- 
boust, 163, rue St.-Honore ; Hotel As- 
toria. Champs-Elysees ; Hotel Campbell, 
Av. Friedland ; Laduree, 16, rue Roy- 
ale ; W. H. Smith & Son, 248, rue de 
Rivoli (reading room and tea rooms 
combined) ; Medova Tea Rooms, 3, rue 
de l'Echelle. 

BANKS 

Most of the banks have their offices in 
the foreign quarter near the Opera and 
Madeleine. English is spoken at all of 
the big banks. Letters of credit, checks, 
etc., can be cashed at the office of the 
American Express Company, T. Cook & 
Son, etc. 

NEWSPAPERS AND MAGAZINES 

There are 3,218 newspapers, etc., in 
Paris. They are chiefly sold at the 
kiosks or stalls on the boulevards. 
These kiosks are allotted by the Prefect 
of the Seine to the widows of naval 
officers, judges and other functionaries, 
who rent them out to the actual occu- 
pants. The principal newspapers in 
Paris are Le Petit Parisien, Le Petit 
Journal, Le Matin, Le Journal, Le 
Figaro, L'Echo de Paris, Le Temps, 
L'Eclair, Gil Bias, La Patrie and La 
Presse. Among the best illustrated 
weeklies are L' 'Illustration, Le Monde II- 
Iwtre and La Vic an Grand Mr. 



478 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



BELT (CEINTURE) RAILWAY 

This railway, called Chemin de fer de 
Ceinture, effects the circuit of the city 
(22 miles) in 1 hour 40 minutes. The 
stations at which trains stop are 
Courcelles-Ceinture, Courcelles-Levallois, 
Neuilly-Porte-Maillot, avenue du Bois- 
de-Boulogne, avenue Henri-Martin, 
Passy, Auteuil, Point-du-Jour, Grenelle, 
Vaugirard, Issy, Ouest-Ceinture, Mon- 
trouge, La Glaciere, Gentilly, La Mai- 
son Blanche, Orleans-Ceinture, La Ra- 
pee-Bercy, Bel-Air, avenue de Vincen- 
nes, rue d'Avron, Charonne, Menilmon- 
tant, Belleville-Vilette, Pont-de-Flandre, 



FURNISHED APARTMENTS 

Furnished flats or apartments can be 
had anywhere in Paris. Single rooms 
in a good location cost from 80 to 125 fr. 
a month. Often the porter's wife, 
called the "concierge," will take care 
of the room for a small consideration. 
Of course, furnished apartments can be 
had up to almost any figure. Unfur- 
nished apartments are advertised by a 
white bill, furnished apartments by a 
yellow bill. Always be very careful to 
take an inventory when renting a room 
or an apartment, as the landlord will 
surely do the same. Rents are payable 
a month in advance. 



Ternes 



v^^^J^ZLJ^ V 

Madeleine C^ITi r-*^«, <S£^" 



\M9ta) 



f Porta \ \ V^. KTjS? /T^lSo^a?^^ if^aiS^ 

> ,»£» | 1%6ta0 \ Champs Dysee* ^^^<^2^^ jM f ^r..^T^ Fbhe 

■J»T^fc^J 7oh U - 



Belleville ic. 



...22 




MAP OF PARIS, SHOWING DIVISION INTO ARRONDISSEMENTS 



Est-Ceinture, La Chapelle-St. -Denis, 
Nord-Oeinture, boulevard Ornano, ave- 
nue de St.-Ouen, avenue de Clichy and 
back again to Courcelles-Ceinture. 
Trains every 10 minutes. Fares vary 
. according to distance. First class sin- 
gle, 40 c. to 60 c. ; return, 60 c. to 90 c. 
Second class single, 20 c. to 3D c. ; re- 
turn, 30 c. to 50 c. 

In connection with this railway, 
trains run from the Gare St.-Lazare 
to Courcelles-Levallois, via Batignolles. 
From Courcelles-Levallois some proceed 
as far as Auteuil, while others go to the 
Invalides, via Porte-Maillot, Henri-Mar- 
tin, Boulsinvilliers, quai de Passy, 
Champs de Mars, avenue de la Bourdon- 
nais and Pont de l'Alma. 



HORSE RACING 

This amusement is very popular and 
most of the horse race courses are 
within easy reach of the capital. The 
porter of the hotel will be glad to give 
information and all events of this kind 
are published in the daily papers. 
LAVATORIES 

Lavatories (Chdlets de Necessity or de 
Commodite) will be found all over 
Paris. Fee, 5-15 centimes, a few higher 
in price. Where the facilities of hotels 
are used a fee should be given to the 
attendant. All railroad stations are 
adequately provided. Sanitary plumb- 
ing in France is far behind the United 
States. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



479 



LOST AND FOUND 

Property which has been found in 
cabs or other conveyances, public build- 
ings, etc., is taken to the office of the 
district commissioner of police. If not 
claimed within 48 hours it is sent to 
the Bureau des Objets Trouves at the 
Prefecture of Police, 36, Quai des 
Orf e vres. 

MESSENGER BOYS 

There is an excellent service of mes- 
senger boys, corresponding to our own 
in large cities. They are called in the 
same way by the messenger call box. 
The average charge is a franc an hour 
and the expense of taking a telegram to 
the post-office or calling a cab is 20 cen- 
times. 



OMNIBUSES AND TRAMWAYS 

There are nearly one hundred omni- 
buses and tramway lines in Paris and 
they afford, after the Metro, perhaps the 
best means of getting around the city, 
if a carriage or taxicab is not required. 

Each vehicle is distinctly marked with 
the initial and terminal point of its 
journey and the direction in which the 
omnibus is going is indicated by a mov- 
able board at the rear end of the bus 
or tram. When full, a notice to that 
effect, the word complet (in blue let- 
ters on a white ground generally) is 
placed over the door. Vehicles stop at 
any point desired, except in the prox- 
imity of an office, where passengers wait 
and are sheltered. On entering office, 
take a number, a little ticket varying 




THE SEINE, WITH NOTRE DAME IN THE DISTANCE 



NUMBERING THE STREETS 

In Paris the numbers begin at the 
street end nearest the Seine when the 
street is nearly at right angles with the 
river. When streets run more or less 
parallel with the river the numbers fol- 
low its course. Even numbers are al- 
ways on the right-hand side of the 
street, odd numbers on the left hand, 
following the above named course. 



in color according to destination. On 
the arrival of every vehicle the num- 
bers for that destination are called ovei 
and the holder takes his numerical turn. 
The system is an admirable one. though 
at times passengers experience long 
waits. 

Fares are generally as follows: Oul 
side (imp&riale) 15 <•. : inside (int6- 
rieur) 30 c. : oorrespondance tickets are 
given without extra charge to inside 
passengers. Ask for same on paying 



4 SO 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 




MAP OF RIVER SEINE, SHOWING STOPS OF RIVER STEAMERS. 

1. Boats on the Seine. 

2. Charenton Auteuil. — Week days, 10 centimes. 

3. Pont d' Austerlitz Auteuil. — Week days, 10 centimes. 

Pont Royal Suresnes. — Week days, 20 centimes. 
Sundays, double fare. 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



481 



fare. They entitle holder to transfer to 
any other one crossing the route. "Cor- 
respondance, s'il vous plait" is the cus- 
tomary phrase for asking for a transfer 
ticket. By this arrangement almost any 
point of Paris may be reached for 30 c. 
from any other point. Outside passen- 
gers who ask for a correspondance pay 
30 c. v. 

On some trams section fares (5 c, 
10 c. and upward) are now charged. 
The fares on suburban trams often 
reach 1 fr. for very long distances. 

POSTAL INFORMATION 
The inland postal rate for letters and 
letter cards is 10 c. for 15 grams. Pos- 
tal cards, 10 c. Letters and letter cards 
in the International Postal Union, 25 c. 



SERVANTS 

A cook in Paris commands 60 fr. a 
month or more, while a girl to do gen- 
eral housework costs from 40 to 60 fr. 
a month. It is customary to give ser- 
vants at least 10 fr. a month for wine, 
or else given them three bottles a week. 
There is no. difficulty in getting ser- 
vants to do general work for a few 
hours a day, as taking care of an apart- 
ment. This is often done by the "con- 
cierge," or who will be glad to recom- 
mend some one, at any rate. 

TELEPHONES 

Telephones will be found in all post- 
offices, hotels, etc. The charges are 
15 c, or 3 cents, for three minutes' 




VIEW FROM THE ARG DE TRIOMPHE, SHOWING EIFFEL TOWER 



for the first 15 grams and 15 c. for each 
additional 15 grams. Postal cards, 10 c. 
Books and printed matter must be open 
at both ends ; 5 c. for 50 grams, limit 
of weight 2 kilos. 

REGISTRATION OF FOREIGNERS 

All foreigners who are desirous of 
earning a living in Paris are obliged to 
register at the Prefecture of Police 
within a week of their arrival. 



conversation (local calls). Suburban 
calls, 25 c. within a radius of 25 kilo- 
meters. An annual subscription for a 
private telephone costs 400 fr. a year, 
or $80.00. 

The following addresses have been 
selected by Mr. Mann, as the individ- 
uals and concerns were in business and 
well recommended on February 1, 
1910 : 



482 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Baths. 

Hammam, rue des Mathurins 18. 
Ste. Anne, rue Sainte Anne 58. 
Schich, rue de Dunkerque 56. 
Colisee, rue du Colisee 14 
Debry Ave. Victor Hugo 109. 
Flevin, ave. Wagram 28. 
Gymnasium, Passage de l'Opera 10. 
L'avenue, Cite du Retiro 1. 
St. Roch, rue St. Honore 274. 
Susson, rue Washington 25. 



Boot-makers. 

Justesen, rue de la Paix 2. 

Hellstein, Place Vendome 23. 

American Shoe Stores, ave. de l'Opera 15. 

Chat Noir, bd. des Italiens 18. 

High Life, bd. des Italiens 30. 

Taitbout, bd. des Italiens 22. 

The Sport, bd. Montmartre 17. 

Manfield, bd. des Capucines 8. 

Pinet, bd. de la Madeleine 1. 




AVENUE DE BOIS DE BOULOGNE, LOOKING TOWARD L'ETOILE 



Barbers. 

Barnes, rue Boissy d'Anglas 30. 
Langres, rue Boissy d'Anglas 17. 
Albert, rue Bay en 51. 
Albert, bd. Haussmann 45. 
Beautier, ave. Victor Hugo 95. 
Camille. Croisat, rue 4 Septembre 9. 
Lespes, bd. Montmartre 21. 
Guionnet, rue Meyerbeer 3. 
Gustave, rue Royale 22. 
Bern ere, rue du Havre 5. 

Articles de Voyage. 
Vuitton, rue Scribe 1. 
Au Touriste, ave. de l'Opera 36 bis. 
Davis, rue Meyerbeer 3. 
Delion, bd. des Capucines. 
Au Depart, ave. de l'Opera 29. 
Girardeau, rue Scribe 7. 
Kendall & Co., rue de la Paix 17. 
Moynat, Place du Theatre Francais. 
Vodable, ave. de l'Opera 15. 



Bronzes, etc. 

Gabreau, rue Druot 5. 
Goldscheider, ave. de l'Opera 28. 
Pannier, rue Scribe 6. 
Herzog, rue de Chateaudun 41. 
Samson, ave. de l'Opera 30. 
Siot-Decauville, bd. des Capucines 24. 
Lacarriere, place Vendome 18. 
Soci^te" Francaise, rue de la Paix 10. 
Rechond, bd. Montmartre 11. 

Druggists. 

Mille & Caillaud, rue Druot 25. 

C^dard, place du Theatre Francais 2. 

Delouche, place Vendome 2. 

Duret, bd. Malesherbes 19. 

Pachaut, bd. Haussmann 130. 

Normale, rue Druot 17. 

Pepin, rue 4 Septembre 9. 

Molnat, rue Boissy d'Anglas 31. 

Caste, rue Washington 3. 

Catellan (Homceop.), bd. Haussmann 21. 






SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



483 



Cigars, etc. 

Didier, bd. des Capucines 35. 

Bethout, bd. des Italiens 8. 

Barnabe, bd. Bonne Nouvelle 23. 

Jonbert, bd. Haussmann 96. 

Pages, ave. des Champs Elysees 88. 

Puech, bd. Malesherbes 32. 

Segare, rue Royale 14. 

Salgues, bd. Malesherbes 103. 

A la .Civette, rue St. Honors' 157. 

Vazille, rue du Faubourg Poissonniere 115. 

DEPARTMENT STORES. 

Paris contains several vast department 
stores or general emporiums, in which may 
be obtained articles of clothing of every 
possible description, fancy goods in infinite 
variety, furniture, etc. Apart from the 
question of purchasing, these emporiums are 
worth a visit, as constituting one of the sights 
of Paris. 

The clerks in these large shops are quite 
accustomed to customers who speak little 
or no French, and are most courteous. Many 
of them who do not rank as interpreters speak 
a little English. 

The principal department stores are: 
Louvre. — Rue de Rivoli, Palace du Palais- 
Royal, Rue Saint-Honore, and Rue Maren- 
go. Goods of the best quality at advan- 
tageous prices. London: New Bond Street, 
W. 
Printemps. — Boulevard Haussmann, Rue du 
Havre, Rue de Provence, and Rue Cau- 
martin. Ladies' dresses and millinery. 
Men's clothing, hats, and boots. Chil- 
dren's outfits, household requisites, furni- 
ture, carpets, etc., at reasonable prices. 
Galeries Lafayette. — Rue Lafayette, Boule- 
vard Haussmann, and Chaussee d'Antin. 
Costumes, cloaks, furs, skirts, blouses, 
hats, veilings, etc. Tasteful novelties at 
low prices. 
Bon Marche. — Rue du Bac, Rue de Sevres, 
Rue de Babylone, and Rue Velpeau. 
(Maison, Artistide Boucicaut.) 

La Samaritaine. — 75, Rue de Rivoli, and 
Rues du Pont-Neuf and de la Monnaie. 
The noted cheap department stores. 
Showrooms, 99, Regent Street, London. 

Old England. — 12, Boulevard des Capucines. 

La Cour Batave. — 41, Boulevard Sevasto- 
pol. Specialty of ladies', gentlemen's, 
and children's linen. 

DRESSMAKERS. 

Paris is, of course, the centre of the dress- 
making world. Women come from all corners 
of the earth to be clothed by the great dress- 
makers of the Rue de la Paix, and an amount 
of skill, study, originality, and application 
is devoted to conceiving and executing the 
great dressmaking creations of which the 
outside world has so little knowledge. 

There are some hundred good dressmakers 
in Paris, but only about a dozen stand for 
that perfection which has given Paris its 
reputation, and perhaps only three or four 
set the fashions. Each of the big houses 
has, however, a style of its own and women 
of experience know which to seek according to 
their requirements. 



THEATRES. 



The following is a list of the theat- 
rical performances, concerts, etc., 
which were available for visitors on 
the 18th of January- A similar list 
can be obtained from any of the good 
French newspapers, or the English pa- 
pers, the Herald and Baity Mail. 
There is also an excellent little pub- 
lication, entitled "La Semaine de 
Paris," which is sold for a few cents 
at the principal hotels. This can also 
be obtained at Brentano's, 37 Avenue 
de l'Opera. This little book, of some 
24 pages, contains a list of theaters, 
with the plays which will take place, 
with, very often, the names of the 
actors. It gives the time when the 
box office is open and the time when 
the curtain rises. It also gives a list 
of the Bijou Theaters and other' diver- 
sions. Ladies should only go to the 
various music halls when accompanied 
oy gentlemen. This little publication 
also gives a complete program of all 
the interesting occurrences for the 
week, such as sports, art sales, lectures, 
concerts, etc. No visitor to Paris 
should be without this little book, 
which can be obtained at such low 
cost. It also gives a list of all the 
places in Paris where church services 
are given in English or other foreign 
languages. 

THEATRES. 

Opera, elache. 

Mercredi: Romero et Juliette. — Vendredi: 

Tannhaeuser. — Samedi: Salammbo. 

Francais, 8 h. %. — La Paix chez soi. Athalie. 

Mercredi, vendredi: Sire. — Jeudi (mat ): 

Le Mariage d'Angelique; l'Avare; les 

Pre"cieuses ridicules; (soiree); la Paix 

chez soi; Athalie. — Samedi: Le Mariage 

de Figaro. — Dimanche (mat.); Sire; 

(soirde): le Passant; le Voyage de M. 

Perrichon; l'Anglais tel qu'on le parte. 

Ope"ra-Comique, 8h. %. — Phryno. — Paillasse. 

Mecredi: Werther. — Jeudi, samedi; Phryne-' 

Paillasse. — Vendredi: Carmen. 

Odeon, 8 h. 50. Le Chauldronnier. Comme 

les feuilles. 

Mercredi, jeudi, vendredi, samedi, dimanche 
(mat. et soiree): Comme les feuilles. — 
Jeudi (matinee-conference): Phedre. — 
Samedi (mat.): Le Romantisme an 
theatre. — Lundi: Horace; les Fourbe- 
ries de Scapin. 
Gymnase, 8 h. %. — Pierre et Theri 
Vaudeville, 9 h. — La Barricade. 
Varie"t£s, 8 h. 20. — Les Maris en vacances. — 

Un Ange. 
Gaite'-Lyrique, 8 h. — Quo vadis? 

Mercredi: Les Huguenots. — Jeudi (mat.): 
La Damnation de Faust. — Jeuni, vi 
di: Quo vadis? — Samedi: Lucie de Lam- 
mermoor. — Dimanche (mat.): le Trou- 
vere; (soiree): Quo vadis? Lundi: 
Orphe"e. 




THEATRES, MUSIC HALLS, ETC., 
OP PARIS 




£-Q9 Jmp.Ihifrerwy.farw- 



486 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Renaissance, 9 h. 10. — La Petite Chocola- 

Th. Sarah-Bernhardt, 8 h. 40. Le Proces de 

Jeanne d'Are. , 
Nouveautds, 8%. Portrait de la baronne 

Noblesse oblige. 
Th. R^jane, 8 h. Y 2 .~ Mme Margot. 
Porte-Saint-Martin, relache. 
Th. Antoine, repetition generate de l'Ange 

gardien. 
Chatelet, 8 h. 14.— La, Petite Caporale. 
Ath^nee, 8 h. Yi. La Bonne £cole; le Dan- 

seur inconnu. 
Palais-Royal, 8 h. J^.— Flagrant delit. — La 

Cagnotte. 
Trianon-Lyrique, 8 h. ^.—Richard Cceur- 

de-Lion. — La Chanson de Fortunio. 

Mercredi; La Fille de Mme Angot. — Jeudi: . 
Richard Cceur-de-Lion; la Chanson de 
Fortunio. — Vendredi; Les Dragons de 
Villars. — Samedi; le Maitre de chapelle; 
la Femme a papa. 
Bouffes-Parisiens, 8 h. %. — Lysistrata. 
Ambigu, 8 h. X A. — Nick Carter. 
Folies-Dram. 8 h. l A- True de Nicolas. Un 

homrae de glace. 
Th. Apollo, 8 h. %. — La Veuve Joyeuse. 
Th. Moliere, 8 h. M- — La Pocharde. 
Cluny. 8 h. y 2 . Boarding House. — Mariage de 

gourdes. 
Th. des Arts. 8 h. \i — -LAiglon. 
De"jazet. 8 h. J^. La Main de ma fille; le 

Papa du regiment. 
Grand-Guignol, 9 h. Horrible experience. 

L' Ami des deux. Le Hangar de la rue 

Vicq-dAzir. La Halte. Mme. Aurelie. 
Capucines, 9 h. — Aime pour soi-meme. La 

Couverture. — Sans rancune... revue. 

SPECTACLES-CONCERTS. 

Folies-Bergere, 8 h. 3-i- La Revue des Folies- 

Bergere. 
Olympia, 8 h. }4.. Enlevement de Psyche 

Pick Nick Carter. 
Scala, 8 h. }i. La Revue. Morton, E. 

Favart, A. de Tender, Mary Perret, P. 

Morly, Carpentier, Casa, Eugenio, Rivers. 
Boite a Fursy, 9 h. — La- Revue. — Fursy. 
Grands Magasins Dufayel. — 2 h. \< 2 a 6 h. — 

Concert et cin^matographe tous les jours, 

sauf le dimanche. 
Nouveau Cirque, 8 h. }/%. Attractions. La 

Chasse au cerf. 
Palais de Glace (Champs Elys^es). — Patinage 

sur vraie glace. Tous les jours de 2 a 7 h. 

et de 9 h. a minuit. 
Tr Eiffel, de midi a la nuit au 2e etage pr. es- 

calier. Bar au ler. 
Jardin d'Acclimatation. — Attractions diver- 

ses. 
Alhambra. — Cirque Medrano. — Cirque de 

PaRis. — Comedie-Royale. — Eldorado. — 

Hippodrome. — Moulin de la Galette. 

— Moulin-Rouge. — Musee Grevin. — Pa- 



EXPOSITIONS. 



Rue de Seze, de 10 1/2 a 6 h. : 
"la Cimaise." 



Exposition de 



PARIS NEWSPAPERS. 

The Paris edition of the New York 
Herald is published each day. It is 
an illustrated paper, filled with the 
news of the world. It should be read 
daily by all who are traveling in 



France and on the Continent. The 
Paris Daily Mail is printed each morn- 
ing in Paris, thus gaining throughout 
the Continent an advance of about a 
whole day on papers sent from Lon- 
don. It contains all the London news 
and has a special American cable serv- 
ice. Its advertising columns give in- 
valuable information as to hotels, pen- 
sions, garages, etc. Visitors to Paris 
should register at the office of the New 
York Herald. Their name will be ca- 
bled home and published in the New 
York Herald without charge. Be sure 
that your name is written correctly 
and legibly in the book. The Brooke 
lyn Eagle has an office at 3 Regent 
street, London, and 53 Rue Cambon, 
Paris, where visitors will receive 
every attention. 



When six large transatlantic steamers sail 
the total amount of fare paid is estimated at 
$617,000. The following is an interesting 
little table which appeared in the Evening 
Sun of recent date, and may be assumed to 
be fairly accurate The total of saloon fares 
is computed by means of an average fare 
figured out by the steamship men. It will 
be seen by the total that travelers by a half 
dozen of the liners spend a little over a 
half million dollars before they start. There 
is of course a big sum expended on these ships 
for second cabin fares. This might amount 
to $19,500 on a basis of 300 passengers at an 
average fare of $65; thus the fares by the 
" Kaiserin Auguste Victoria" would be 
$130,500. 






$100,000 
121,000 

70,000 
110,000 

87,500 
128,500 




Adriatic 

Mauretania . . , 

Provence 

Kaiserin A. V. . 
Rotterdam .... 
Kronprinzessin 




Total $617,000 



The Oceanographic Museum, which is a 
particular hobby of Prince Albert of Monaco, 
was opened recently in the presence of dele- 
gates from the principal museums in the 
world. In addition to specimens of fauna 
from all the oceans there are on exhibition all 
contrivances for the capture of sea animals 
living at all depths. There is also a mag- 
nificent aquarium, in which the sea water 
is continually changed by means of pumps. 



BERLIN 



While this little handbook is not in- 
tended to take the place of the regular 
guides, still a little information re- 
garding arrival may prove of value to 
those who arrive by way of Bremen 
and Hamburg. The traveler is recom- 
mended to buy a copy of Baedeker's 
"Berlin and Its Environs," which is 
sold in the United States even for less 
than $1.00. This gives valuable infor- 
mation as to hotels, galleries, etc., and 
the expense will be saved by the advice 
conveyed. 



tains. Most trains run over the Stadt- 
bahn, which has a number of stations. 
Cabs. — A policeman at the exit gives 
a numbered check to the traveler. The 
cab should be summoned by a por- 
ter who transfers the baggage. Give 
twenty pfennigs, or five cents of our 
money, for each 55 pounds, and half 
as much again for each additional 
amount. A cab is called a "droschke." 
and a luggage cab a "gepack-droschke." 
Advise the policeman which is required 
when asking for a check. A taximeter 



&P- JX SchonhauserAlhx, 

Weissense& 




***>« 

'«&** 



Railway Map. 
THE RAILWAY STATIONS OF BERLIN 



Stations. — 1. Anhalt, Anhalt trains 
arrive and depart for Dresden, 
Leipzig, Frankfort, etc. 

2. Lehrter Station, trains arrive from 
Hamburg, Bremen, Hanover, etc. 

3. Potsdam Station, trains arrive 
and depart for Potsdam, Magdeburg, 
Cassel and Cologne. 

4. Stettin Station, for Stettin, Ros- 
tock, etc. 

5. Gorlitz Station, for the Shru- 
wald, Gorlitz and the Giant Moun- 



cab should be secured, if possible ; but 
if not available, the fares are, for one 
or two persons, 60 pf. for y± hour; % 
hour, 1% marks; each additional 15 
minutes, 50 pf. Luggage, except 22 
pounds (carried inside the cab), extra, 
as follows : 55 lbs., 25 pf. ; 56-110 lbs., 
50 pf. ; 111-165 lbs., 75 pf . ; 166-220 
lbs., 1 mark ; over this amount take a 
gepack-droschke. The "taxi" cabs reg- 
ister the amount to be paid. These 
cabs make faster time and are more 



487 



488 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



expensive. The portier of the hotel 
will adjust all matters relating to cab 
hire. A charge of 25 pf. is made for 
the metal check securing the cab. A 
gratuity amounting to 6 to 10 cents 
of our money should be given. For 
drives after arrival, see the portier of 
the hotel. It should be noted that at 
night double fares are charged. Extra 
fares are charged for more than two 
persons. 

Hotels. — Again the advice to consult 
Baedeker is given, as only a few hotels 
can be recommended, and these only 
for use in emergencies. If possible, 
rooms should be engaged by telegraph. 
Among the best hotels are the Hotel 
Adlon, Unter den Linden 1, rooms 
from 6 marks ; with bath, 12 marks 
up ; breakfast, 1% marks ; lunch, 4 
marks ; dinner, 6 marks. Kaiserhof , 



about the same prices. This hotel is 
on the Wilhelm-Platz. Bristol, Unter 
den Linden 5-6 ; rooms from 4% 
marks ; meals in proportion. Central 
Hotel, 143-149 Friedrich Strasse, a 
large hotel ; rooms from 3 marks ; din- 
ner, 5 marks. This is a first-class ho- 
tel, known to the writer. Other first- 
class hotels are : Continental Hotel, 
Savoy Hotel, Monopol Hotel, Palast 
Hotel, Hotel Esplanade, Grand Hotel 
de Rome and du Nord, Furstenhof, 
Hotel Excelsior', and Elite Hotel. All 
these hotels are of the first class, and 
will be found useful to the stranger 
in Berlin. Transfer to cheaper hotels 
can be made after the first day, if de- 
sired. For information as to restau- 
rants, cafes, shops, etc., the reader is 
referred to Baedeker's "Berlin," al- 
ready cited. 




DROPPING THE PILOT. 



BIBLIOGRAPHY 



GUIDE BOOKS 



BAEDEKER'S GUIDE BOOKS. 

Alps (Eastern), including the Bava- 
rian Highlands, Tyrol, Salzkam- 
mergut, etc., with 34 Maps, 12 Plans 
and 7 Panoramas $3.00 

Austria, 30 Maps, 36 Plans, 479 pp. 

cloth 2.40 

Belgium and Holland, with 12 Maps, 
20 Plans 1.80 

Berlin and its Environs. With 4 

Maps and 19 Plans 90 

Canada 1 . 80 

Egypt — Fourth Remodeled Edition. 

With 22 Maps, 55 Plans and 66 V iews 4 . 50 

France (Northern), from Belgium and 
the English Channel to the Loire, 
excluding Paris and its Environs, 
with 9 Maps and 25 Plans 2.10 

France (Southern), with Corsica — 
Fourth Edition, with 30 Maps, 36 
Plans 2.70 

Greece. With 8 Maps, 15 Plans and a 

Panorama of Athens 2.40 

Germany (Northern), with 32 Maps 

and 42 Plans -. 2.40 

Oermany (Southern), with 16 Maps 

and 15 Plans. 1.80 

Germany (Rhine), from Rotterdam 
to Constance, the Seven Mountains, 
Moselle, Volcanic Eifel, Vosges Mts., 
Black Forest, etc., with 30 Maps and 
22 Plans 2.10 

Great Britain, with 14 Maps and 24 

Plans 3.00 

Italy (Northern), including Leghorn, 
Florence (Ravenna) and the Island 
of Corsica, and Routes to Italy 
through France, Switzerland and 
Austria, with 16 Maps and 29 Plans . 2 . 40 

Italy (Central) and Rome, with 8 
Maps, 31 Plans, a Panorama of Rome 
and a view of the Forum Romanum . 2 . 25 

Italy (Southern), Sicily and Excur- 
sions to the Lipari Islands, Tunis 
(Carthage), Sardinia, Malta and 
Corfu, with 26 Maps and 17 Plans . . 1 80 

Italy, from The Alps to Naples. With 

26 Maps and 44 Plans 2.40 

London and its Environs, with 3 

Maps and 15 Plans 1 .80 

Norway and Sweden, with 21 Maps 

and 11 Plans 2.40 

Palestine and Syria, with 18 Maps, 
43 Plans, 1 Panorama of Jerusalem, 
10 views 3.60 

Paris and its Environs, with Routes 
from London to Paris, to the Rhine 
and Switzerland. With 9 Maps and 
30 Plans 1.80 



Spain and Portugal. With 6 Maps 

and 46 pages $4 . 80 

Switzerland, etc., with 39 Maps, 11 

Plans and 12 Panoramas 2.40 

UNITED STATES, with an Excursion 
into Mexico. With 17 Maps and 22 

Plans 4.50 

German edition 3 .60 

GREAT BRITAIN, EUROPE AND 
THE MEDITERRANEAN 

A Satchel Guide for the Vacation 
Tourist in Europe. By W. J. 
Rolfe, Litt.D., with Maps. Revised 
Annually. Latest Edition. Strong- 
ly bound $1.50 

Pocket Guide to Europe. Sted- 

man's 1.25 

Black's Ireland. Cloth, enlarged. 

(Small edition 50c.) 1.75 

Black's Killarney and South of 

Ireland. Cloth 50 

Black's Scotland 50 

Black's Devonshire. 128 pp., 16 

Maps and Plans, cloth 85 

Black's Isle of Wight. 128 pp., 

10 Maps and Plans, cloth 50 

Black's Leamington, including Strat- 
ford-on-Avon, Kenilworth, War- 
wick, etc. Cloth 50 

Vest Pocket Guide to Paris. A 

Handy Little Guide Book. Cloth.. .50 

Macmillan's Italy. One volume. . . 3.00 

Macmillan's Switzerland 1.75 

Macmillan's Mediterranean. Two 

volumes 6.00 

South Wales. Ward, Lock & Co.'s 

Guide 35 

The Mediterranean Trip, by Noah 

Brooks 1.25 

The Passion" Play of Oberammer- 
gau. By Montrose J. Moses. A 
Historical Introduction. Full Text 
of the Play, etc. Cloth 1.50 

Practical Guide to Genoa. Paper. .50 

French Life in Town and Country. 

By Miss H. Lynch, illustrated, 312 pp 1.20 

Three Weeks in Europe. The Va- 
cation of a Busy Man. By John 
U. Higinbotham. Handsomely il- 
lustrated 1.25 

Three Weeks in Holland and Bel- 
gium. By John U. Higginbotham. 1.25 

The Travellers' Handbook. A 
Manual for Transatlantic Tourists. 
By Josephine Tozier 1.00 

How to Prepare for Europe. By 
H. A. Guerber. 16 Maps, 100 Il- 
lustrations 2.00 



*Any book published can be supplied by the Publishers of this book at regular prices. Allow 
40 cents to the shilling for English books. Guides sixpence or less can not be imported for 
less than 25 cents each. 

489 



490 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Index Guide to Travel and Art Study 
in Europe. With Plans and Cata- 
logues of the chief Art Galleries, 160 
illustrations, etc. By L. C. Loomis, 
A.M., M.D., strongly bound $3.00 

Going Abroad? Some Advice. By 
Robert Luce. 288 pages. Paper, 
50 cents. Cloth 1.00 

Health Resorts of Europe. By 
Thomas Linn, M.D. 15th edition. 
283 pp 1.00 

EGYPT, THE NILE AND PALES- 
TINE, ETC. 

Cook's Handbook for Egypt and the 
Sudan. 1905 Edition. By E. A. 
Wallis Budge, M.A., Litt.D., etc., 
keeper of the Egyptian and Assyrian 
Antiquities, British Museum. With 
nine Maps and many illustrations. . $3.25 

Cook's Handbook for Palestine and 
Syria. 482 pp., 8vo, Cloth. With 
Four Maps 2.50 

A Levantine Log Book. By Jerome 
Hart. Travel Sketches in the East- 
ern Mediterranean. 400 pages. 40 
illustrations. Cloth .'. 2.00 

Murray's Egypt. Tenth edition, re- 
vised, 1006 pp. Maps and Plans. . . 6.00 

A Thousand Miles up the Nile. By 
A. B. Edwards. With 70 Wood 
Engravings from Drawings taken on 
the spot 2.50 

Black's Cairo of To-day, by E. A. 

Reynolds Ball, F.R.G.S 1.00 

Black's Practical Guide to Jeru- 
salem, with excursions to all places 
of interest in the vicinity, by E. A. 
Reynolds Ball, F.R.G.S 2.00 

Black's Constantinople, with plans 

of Constantinople and Pera 2.00 

Macmillan's Palestine and Syria. 

Third Edition, 13 Maps and 5 Plans. 2.00 

Macmillan's Egypt and the Sudan. 

Third Edition, 35 Maps and Plans. . . 2.00 

Practical Hints for Travellers in 
the Near East. By E. A. Rey- 
nolds Ball, F.R.G.S. E. Marlbor- 
ough & Co. Cloth, 65 c; paper 50 

A Trip to the Orient. By Robert 

Urie Jacob 1.50 

Oriental Rambles. By G. W. Cald- 
well, M.D. Illustrated. Cloth 2.00 

To-day in Syria and Palestine. By 

William Eleroy Curtis 2.00 

ROUND THE WORLD 

Universal Guide of the World. 
Standard Routes and Itineraries of 
Tourist Travel. By Durrant Thorpe $1.25 

One Way Round the World. By 

Delight Sweetser. Illustrated 1.25 

Around the World in a Year. By 

George L. Carlisle. Fully illustrated 2.00 

Japan, Murray's Handbook to. 26 

Maps and Plans. Cloth 6.00 

The Other Side of the Lantern. 
An Account of a Commonplace Tpur 
Round the World. By Sir Frederick 
Treves 2.50 

Modern India. By William Eleroy 

Curtis 2.00 

Egypt, Burma and British Malaysia. 

By William Eleroy Curtis 2.00 

India, Burmah and Ceylon, Mur- 
ray's Handbook. 74 Maps and 
Plans 8.00 



Asia Minor, Transcaucasia, Persia, 
etc., Murray's Handbook to. 416 
pp. Maps and Plans 

P. & O. Pocket Book. With Illus- 
trations and Maps 

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With Maps, Plans, etc 

Cram's Quick Reference Atlas and 
Gazetteer of the World. Army 
and Navy edition. Ill Maps and 
over 42,000 Index Entries. For the 
Pocket 

CONVERSATIONAL AND CODE 

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ries of European and Oriental 
Languages. 

French, German, Italian, Spanish, 
Esperanto. Cloth, 36c. each; 
paper, each 

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sian, Dutch, Portuguese, Arabic 
(Syrian), Egyptian (Arabic), Turk- 
ish, Greek (Modern), Hindustani, 
Tamil, Japanese, Persian. Cloth, 
60 c. each; paper, each $0.50 

Japanese Grammar, Self-Taught, 
Tamil Grammar, Self-Taught. 
Cloth, $1.50 each; paper, each 1.25 

Hindustani Grammar Self-Taught. 

Cloth, 60c; paper .50 

Unicode. Cook's Special Edition. 
The Universal Telegraphic Phrase 
Book. " Vest-pocket" size 

Tourists' Conversational Guide to 
France, Germany and Italy. By 
J. T. Loth 35 

Murray's Handbook of Travel Talk. 
Being a Collection of Questions, 
Phrases and Vocabularies in English, 
French, German and Italian. Cloth 1.25 

Murray's Conversational Guide. . . .50 

American Tourist in France. A 
Tutor of French. A Conversation 
Manual. A Chaperon, Amanuensis 
and Guide to Paris. Paper .50 

Adam's Cable Codex 50 

MURRAY'S GUIDE BOOKS 
Murray's English Handbooks. 
Newly revised. Post 8vo. Each 
with maps, plans, etc. 

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Cornwall net, 2.40 

*Derby, Notts, Leicester and Staf- 
ford net, 3.60 

Devon net, 4.00 

Durham and Northumberland . . . .net, 4.00 
♦Eastern Counties, Essex, Suffolk, 

Norfolk, Cambridge 

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Gloucester net, 2.40 

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Isle of Wight net, 1.00 

Kent net, 3.00 

Lancashire net, 2.40 

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*London 

London — Environs. 2 vols net, 8.40 

Northamptonshire and Rutland, .net, 3.00 

Oxfordshire net, 2.40 

Scotland net, 4.20 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



4<)1 



Shropshire and Cheshire net, $2.40 

Somerset net, 2.40 

Surrey net, 2.40 

Sussex net, 2.40 

Wales, North net, 2.40 

Wales, South net, 2.40 

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ern net, 3.00 

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many 

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Greece net, 8.00 

* Holland and Belgium 

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Japan Special, net, 6.00 

^Mediterranean 

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*Paris 

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^Russia 

Spain, 2 vols net, 8.00 

*Sweden 

Switzerland net, 4.00 

Travel Talk net, 1.25 

Published by Edward Stanford, " France," 
Part II., 7s. 6d.; "Denmark and Iceland," 
7s. 6d.; "Norway," 7s. 6d.; " South Germany 
and Austria," Part I., 7s. 6d.; "Spain," 20s.; 
"North Italy," 10s.; "Central Italy," 9s.; 
"Rome," 10s.; "South Italy," Part I., 6s.; 
"South Italy," Part II., 6s.; "Greece," 20s.; 
"Constantinople," 7s. 6d.; "Egypt," 14s.; 
"Asia Minor," 18s.; "Holy Land," 18s.; 
"New Zealand," 7s. 6d.; "Travel Talk," 
English, German, French, and Italian, 3s. 6d' 

The THOROUGH GUIDE SERIES, by 
M. J. B. Baddeley, B.A., and C. S. Ward, 
M.A. Maps by Bartholomew. (Published 
by T. Nelson and Sons;— r" The English 

*Absence of a price indicates out of print 
or reprinting. 



Lake District" (1902), 5s.; "Scotland," 
Part I. ("The Highlands") (1903), 6s. 6d.; 
"North Devon and North Cornwall" (1903;, 
3s. 6d.; "The Peak District" (1903), 3s. 6d.; 
"Scotland," Part II. ("Northern Highlands") 
(1901), 3s. 6d.; "Orkney and Shetland" 
(1900), Is. 6d.; "The Eastern Counties" 
(1902), 3s. 6d.; "South Devon and South 
Cornwall" (1902), 4s.; "North Wales," 
Part II. (1899), 2s. 6d.; "South Wales and 
the Wye District of Monmouthshire" (1906;, 
3s. 6d.; "Scotland," Part III. ("The Low- 
lands") (1903), 4s.;' ' Ireland,' ' Part I. (North- 
ern Counties) (1902), 4s.; "Ireland" Part II. 
(East West, and South) (1906), 5s.; "Surrey 
and Sussex," including Tunbridge Wells 
(1904), 3s. 6d.; "Yorkshire," Part I. (East) 
(1902), 3s.; "Yorkshire," Part II. (West) 
(1901), 3s.; "The Isle of Wight" (1895), 
2s. 6d.; "Bath and Bristol and Forty Miles 
Round" (1902), 5s. 

JOANNE'S GUIDES. (Published by 

Hachette and Company, Paris.) — "Paris," 
5fr.; "Anvirons de Paris," 7fr. 50c; "Au- 
vergne et Centre," 7fr. 50c; "Bourgogne, 
Morvan, Jura, Lyonnais," 7fr. 50c; "Bre- 
tagne," 7fr. 50c; "Cevennes," 5fr.; "Corse," 
6fr.; "Dauphine," 7fr. 50c; "La Loire," 
7fr. 50c; "De la Loire aux Pyrenees," 7fr. 
50c; "Nord Champagne and Ardenne," 
7fr. 50c; "Normandie," 7fr. 50c; "Pro- 
vence," 10fr.; "Pyrenees," 7fr. 50c; "Sa- 
voie," 7fr. 50c; " Vosges et Alsace," 7fr. 50c; 
" Algerie et Tunisie," 12fr. ; "Allemagne 
Septentrionale, St. Petersbourg, Moscou, 
Varsovie, et Copenhague," 10fr.; "Allemagne 
Meridionale et Autriche-Hongrie," lOfr. ; 
"Belgique et Hollande," 7fr. 50c; "Espagne 
et Portugal," 10fr.; "Italie," lOfr. ; " Lon- 
dres," 7fr. 50c; " De Paris a Constantinople," 
15fr. ; "Athenes," 6fr. ; " Grece, Continentale 
et iles," 20fr.; "Egypte," 20fr.; "Suisse," 
7fr. 50c. Guides Diamant: — "Bretagne," 
2fr.; "Normandie," 2fr.; "Paris," lfr. 50c; 
"Pyrenees," 2fr.; "Stations d'hiver (Les) 
de la Mediterranee," 3fr. 50c; "Suisse," 
2fr.; "Rome," 2fr. 50c; "Luxembourg," 
2fr. 

Fifty centimes each: — "Angers," "Aries," 
"Avignon," "Blois," "Chamonix," "Chan- 
tilly," "Chartfes," "Chatelguyon et Riom," 
"Dijon," "Gerardmer," " Le Havre," 

"Liege," "Lisieux," "Lourdes," "Mont- 
pellier," "Le Mont St. Michel," "Nancy," 
"Nantes," "Nimes," "Orleans," "Poitiers," 
"Reims," "Tours," "Valence." One franc 
each: — " Aix-les-Bains," "Ajaccio," "Alger," 
"Arcachon," " Bagneres-de-Bigorre," " Ba- 
gneres-de-Luchon," "Biarritz," "Bordeaux," 
"Boulogne," "Bruxelles," "Caen," "Cannes 
et Grasse," "Cauterets," "Clermont-Ferrand 
et Royat," "Compiegne et Pierrefonds," 
" Contrexeville et Yittel," "Dax," "Dieppe 
et le Treport," "Fontainebleau," "Geneve/] 
"Iles Anglaises de la Manche," "Lyon,'] 
"Marseille," "Menton," " Le Mont-Dore," 
"Musees de Paris," "Nice et Monaco," 
"Pau," " Plombit-res," "Rouen," "Saint- 
Malo-Dinard," "St. Raphael et 1'Esterel," 
"Saint Sebastien," "Toulon-Hyeres," "Tou- 
louse," "Trouville," "Tunis," " Versa ille,' 
"Vichy." In English, at 1 franc: — "Aix-les- 
Bains," "Biarritz," "Cannes," "Menton," 
"Nice and Monaco," "Pau." In German, at 
1 franc: — "Menton," "Nice," 2fr.; "Bains 
de Mer de l'Etat," "Plages de la Bretagne. ' 



492 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



BLACK'S GUIUU BOOKS. {Published 
by A. and C. Black) — "Bath and Bristol," 
6d.; "Belfast," Is.; "Blackmore Country," 
6s.; "Bournemouth," 6d.; "Brighton," 
6d ; "Buckinghamshire," 2s. 6d.; "Burns' 
Country," 6s.; "Buxton and the Peak," 
Is.; "Canterbury and East Kent," Is.; 
"Canterbury Pilgrimages," 6s.; "Channel 
Islands," Is. and 2s. 6d.; "Cornwall and 
Scilly Islands," 2s. 6d.; "Derbyshire," 2s. 
6d.; "Devonshire," 2s. 6d.; "Dickens' 
Country," 6s.; "Dorsetshire," 2s. 6d.; "Dub- 
lin," Is.; "Edinburgh," 6d.; "English 
Lakes," Is. and 3s. 6d.; "Exeter and East 
Devon," Is.; "Galway," Is.; "Glasgow 
and Clyde," Is.; "Guernsey," 6d.; "Hamp- 
shire," 2s. 6d.; "Ilfracombe and North- 
Devon," 6d.; "Hardy Country," 6s.; "In- 
goldsby Country," 6s.; "Ireland," Is. and 
5s.; "Isle of Man," Is.; "Isle of Wight," Is.; 
"Jersey," 6d.; "Kent," 2s. 6d.; "East 
Kent," Is.; "West Kent," Is.; "Killarney," 
Is.; "Leamington," Is.; "Liverpool," Is.; 
"London," Is.; "Around London," 2s. 6d.; 
"Manchester," Is.; "Margate," Is.; "Mat- 
lock," Is.; "Moffat," Is.; "Plymouth," Is.; 
"Scotland," Is. and 7s. 6d.; "Scotland, E.C.," 
2s. 6d.; Scotland, S.E.," 2s. 6d.; "Scotland, 
N.," 2s. 6d.; "Scotland, S. and S.W.," 2s. 
6d.; "Scott Country," 6s.; "Thackeray 
Country," 6s.; "Somerset," 2s. 6d.; "Sur- 
rey," 2s. 6d.; "Sussex," 2s. 6d.; "Torquay," 
6d.; "Trossachs and Loch Lomond," is.; 
"Tunbridge Wells," Is.; "North Wales," 
3s. 6d.; "South Wales," 3s. 6d.; "What to 
See in England," 5s ; "Sherwood Forest," 
6d.; "The Wye," Is.; "Belgium," 2s. 6d.; 
"Brittany with Touraine," 2s. 6d.; "Cairo 
of To-day," by E. A. Reynolds-Ball, 2s. 6d.; 
"Constantinople," 2s. 6d.; "Holland," 2s. 
6d.; "Jerusalem," by E. A. [Reynolds-Ball, 
2s. 6d.; "Normandy," 2s. 6d.; "Paris," 
Is.; "Riviera," 2s. 6d.; "Rome," 2s. 6d.; 
"Ecclesiastical Rome," 3 vols., 21s.; "South 
France" (East Half), 5s.; "South France" 
(West Half), 2s. 6d.; "Spain and Portugal," 
(O'Shea), 10s.; "Switzerland," 3s. 6d. 

MACMILLAN'S GUIDES.— "The Eastern 
Mediterranean," 9s.; "The Western Mediter- 
ranean," 9s.; "Palestine and Syria," 5s.; 
"Egypt and Sudan," 5s.; "Palestine and 
Egypt," 10s.; "Switzerland," 5s.; "Italy," 
10s. The "Highways and Byways" series 
(6s.) includes: "Sussex," "Oxford and the 
Cotswolds," "South Wales," "London," 
"Hertfordshire," "The Lake District," "East 
Anglia," "North Wales," "Devon and Corn- 
wall," "Yorkshire," "Donegal and Antrim," 
"Normandy," "Derbyshire," "Dorset," 
"Berkshire," "Kent," "Hampshire." 

The following Guide-books are issued by 
Thos. Cook and Son, tourist agents: — " Swit- 
zerland," 3s. 6d.; "Holland," Is. 6d.; 
"Rhine and Black Forest," 2s. 6d.; "Bel- 
gium and the Ardennes," Is. 6d.; "Normandy 
and Brittany," 3s.; "Venice," la; "Flor- 
ence," Is.; "Northern Italy," 4s.; "Southern 
Italy and Rome," 4s.; "Norway and Den- 
mark," Is. 6d.; "Health Resorts of the South 
of France," 2s. 6d.; "Palestine and Syria," 
7s. 6d.; "Lower Palestine," 2s. 6d.; "Galilee 
and Syria," 2s.; "Burma," Is.; "Paris," Is.; 
"London," 6d. and Is.; "Egypt," 10s.; 
"Continental Time Tables and Tourist's 
Handbook and Steam Ship Tables " (monthly), 



price Is.; "The Traveller's Gazette" (month- 
ly), 3d. 

WARD, LOCK, AND COMPANY'S 
GUIDES, Is. each:— "Aldeburgh," "Bath," 
"Bexhill," "Bideford," "Blackpool," "Bog- 
nor," "Bournemouth and New Forest," 
" Bridlington and Filey," "Brighton," "Broad- 
stairs," "Buxton," "Canterbury," "Channel 
Islands," "Clevedon," "Bristol and District," 
"Cromer," "Dartmoor," "Dawlish," "Deal," 
Dover, " " Do vercourt, " " Eastbourne, ' ' 
"English Lake District," "South-East Dev- 
on," "Exmouth," "South Cornwall," "Felix- 
stowe," "Folkestone," "Harrogate," "Hast- 
ings," "Heme Bay," "Ilfracombe," "Isle of 
Man," "Isle of Wight," "Leamington," 
" Littlehampton," "Liverpool," "Llandrindod 
Wells," "Llandudno," "London," "Lowe- 
stoft," "Lyme Regis," "Lynton," "Malvern," 
"Margate," "Matlock," "Exmoor," "North 
Cornwall," "North Wales," "Sherwood 
Forest," "Penzance," "Plymouth," "Rams- 
gate," " Scarborough," "Sidmouth," "Skeg- 
ness," "Southsea," "Southwold," "Stratford- 
on-Avon," "Swanage," "Teignmouth," "Tor- 
quay," " Weston-super-Mars," "Weymouth," 
"Windsor," "Whitby," "Woodhall Spa," 
"Worthing," "Wye Valley," "Broads," 
"Deeside," "Edinburgh," "Glasgow," "The 
Clyde," "Highlands and Islands," "Inver- 
ness," "Western Highlands," "Antrim," 
"Belfast," "South- West Ireland," "Donegal 
Highlands," "Dublin and Wicklow," "Kil- 
larney Lakes," "Belgium," "Holland," 
"Paris," "Switzerland." 

THE LITTLE GUIDES. (Published by 
Methuen and Company) — "Oxford," "Cam- 
bridge," "The Malvern Country," "Shake- 
speare's Country," "Sussex," "Westminster 
Abbey," "Norfolk," "Cornwall," "Brittany," 
"The English Lakes," "Kent," "Hertford- 
shire," "Rome," "The Isle of Wight," "Sur- 
rey," "Buckinghamshire," "Suffolk," "Der- 
byshire," "The North Riding of Yorkshire," 
"Dorset." 

THE HOMELAND HANDBOOKS, issued 
at 6d. and Is.: — "Tonbridge," "Tunbridge 
Wells of To-day," "Scilly," "Maidstone," 
"Croydon," "Dartmoor," "Rochester and 
Chatham," "Reigate and Redhill," "Guild- 
ford," "Dulverton," "Farnham," "Godal- 
ming," "Teignmouth," "Hastings and St. 
Leonards," "Epsom," "Minehead," "Cran- 
brook," "Dawlish," "St. Albans," "Bromley," 
"Beckenham and Chislehurst," "Exeter," 
" Kingston-upon-Thames and Surbiton," 
"Evesham," "Petworth," "Newquay," "Has- 
lemere and Hindhead," "Taunton," "Little- 
hampton and Arundel," "Tavistock," "Ply- 
mouth," "Dunstable," "Quantocks," "Ox- 
ted and Limpsfield," "Lynton and Lyn- 
mouth," "Horsham," "Seaford," "Hun- 
stanton," "King's Lynn," "Woking," "Hert- 
ford," "Dorking," " Waltham," "Dorchester," 
"Luton Church," "Reading," "Sutton (Sur- 
rey)," "Watford," "Yeovil," "Aylesbury," 
"Gravesend," "High Wycombe," "North- 
ampton," "Eastbourne," "Boston," "Gran- 
tham," "Torquay," "Bury St. Edmunds," 
"Shoreham," "Hove," "Stamford," "Ret- 
ford," "Peterborough," "Dover," and 
" Where to Live Round London." 

THE "BOROUGH" SERIES OF 
POCKET GUIDES (British, 2Jd. each, post 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



493 



free; Continental, 4d. each, post free). (Pub- 
lished by Edward J. Burrow, Cheltenham): — 
England — Abergavenny, Abingdon-on- 
Thames, Alton, Ambleside, Appleby, Ash- 
bourne and Dovedale, Atherstone, Avon 
Valley, Aylesbury, Banbury, Barnard Castle, 
Barnet, Barnstable, Barrow-in Furness, Bath, 
Bedford, Beverly, Bexhill-on-Sea, Bideford, 
Birkdale, Bishop Auckland, Bishop Stort- 
ford, Blandford, Blockley and Chipping 
Campden, Bodmin, Bournemouth, Bradford, 
Brentwood, Bridgnorth, Bridgwater, Brid- 
port, Brighouse, Brighton, Bristol, Broad- 
stairs, Brockenhurst and Lynhurst, Bucking- 
ham, Budleigh, Salterton, Burnham (Somer- 
set), Burton-on-Trent, Bury St. Edmund's, 
Bude and Stratton, Camberley, Camborne, 
Cambridge, Canterbury, Carlisle, Caversham- 
on-Thames, Cheltenham, Chesterfield, Chip- 
penham, Chipping Norton, Christchurch, 
Church Stretton, Cirencester, Clacton-on-Sea, 
Clitheroe, Cockermouth, Colchester, Congle- 
ton, Cowes (Isle of Wight), Darlington, Dart- 
mouth, Darwen, Dawlish, Dean Forest, Derby, 
Dereham, Doncaster, Dorchester, Dover, 
Downham Market, Droitwich, Dudley, Dur- 
ham, Dursley, Ealing, Eastbourne, Ely, 
Epsom, Eton, Exeter, Falmouth, Fareham, 
Felixstowe, Fleetwood, Folkestone, Fowey, 
Glastonbury and Street, Gloucester, Godal- 
ming, Goole, Gosport, Grange-over-Sands, 
Grantham, Grimsby and Cleethorpes, Guild- 
ford, Guisborough, Halifax, Halstead, Hamp- 
ton, Hanley, Harrogate, Harrow-on-the-Hill, 
Haslemere, Hastings, Hemel Hempstead, 
Henley-on-Thames, Hereford, Heme Bay, 
Hertford, Hexham, High Wycombe, Holm- 
firth, Hornsea, Huddersfield, Hull, Hun- 
stanton, Hythe, Ilkley, Ipswich, Kendal, 
Keswick, Kettering, Kidderminster, King's 
Lynn, Kingston-on-Thames, Kington, Knares- 
borough, Lancaster, Launceston, Leamington, 
Leatherhead, Leeds, Leek, Leicester, Leo- 
minster, Letchworth, Lewes, Lincoln, Long- 
ton, Loughborough, Lowestoft, Ludlow, 
Lymington, Lytb.am, Macclesfield, Maiden- 
head, Maidens and Coombe, Maldon, Malmes- 
bury, Malton, Malvern, Mansfield, Market 
Drayton, Market Harborough, Marlborough, 
Milford-on-Sea, Minehead, Monmouth, Nails- 
worth, Nantwich, New Brighton, Newbury, 
Newcastle, Newmarket, Newark-on-Trent, 
Newport "(Mon.), Newton Abbott, Northamp- 
ton, Norwich, Nottingham, Oldham, Ormskirk, 
Oxford, Paignton, Penrith, Penzance, Picker- 
ing and Goathland, Peterborough, Preston, 
Plymouth, Pontefract, .Portland, Port Erin 
(Isle of Man), Ramsgate, Reading, Redditch, 
Rickmansworth, Ripley, Ripon, Rochester, 
Romsey, Ross-on-Wye, Rugby, Ryde (Isle of 
Wight), Saffron Walden, Sandown (Isle of 
Wight), Salisbury, Scarborough, Sedbergh, 
p Selby, Shaftesbury, Sheffield, Shepton Mallet, 
'Sherborne (Dorset), Shrewsbury, Skegness, 
Skipton, Grassington, and Bolton Abbey; Slea- 
ford, Slough, Smethwick, Southampton, 
Southport, South Shields, St. Albans, St. 
Austel, Stafford, Staines, St. Ives (Hunts.), 
Stoke-on-Trent, Stratford-on-Avon, Stroud, 
Sudbury, Sutton Coldfield, Swindon, Tam- 
worth, Taunton, Tavistock, Teddington, 
Teignmouth, Tewkesbury, Thirst, Torquay, 
Totnes, Truro, Tynemouth, Upper Wensley- 
dale, Uxb ridge, Ventnor (Isle • of Wight) , 
Wadebridge, Wakefield, Wallingford, Walmer 
and Deal, Walsall, Walton-on-Thames, Ware, 



Warrington, Warwick, Wells (Somerset), 
Wednesbury, Wellington (Salop), Wellington, 
(Somerset), Wendover, West Bromwich, 
Western Valleys of Monmouthshire, Weston- 
super-Mare, Clevedon, and Portishead; Wey- 
bridge, Weymouth, Whitby (Yorks.), White- 
haven, Whitstable, Wigan. Wimbledon, Win- 
chester, Witney, Woburn Sands, Wood- 
bridge, Woodhall Spa, Woking, Worcester, 
Worthing, Wotton-under-Edge, Yeovil, York. 
Wales — Aberdare, Aberystwyth, Barry, Bre- 
con, Builth Wells, Cardiff, Cardigan, Carmar- 
then, Colwyn Bay, Crickhowell, Denbigh, 
Dolgelly, Haverfordwest, Lampeter, Lland- 
rindod Wells, Llandudno, Llanelly, Llan- 
fyllin, Llangollen, Llanidloes, Machynlleth, 
Merthyr, Tydfil, Milford Haven, Mold, 
Neath, Newtown (Mont.), Oswestry, Penarth, 
Pontypool, Porthcawl, Presteign, Rhyl, 
Swansea, Tenby, Welshpool, Wrexham. 
Scotland — Aberdeen, Aberfoyle, Callander, 
and The Trossachs; Alloa, Annan, Ardrossan 
and Saltcoats, Ayr; Burntisland, Aberdour, 
and Kinghorn; Carnoustie, Castle Douglas, 
Dumfries, Dumfermline, Dunblane, Edin- 
burgh, Fraserburgh, Glasgow, Hawick, Helens- 
burgh, Inverness, Kirkcaldy, Kirriemuir, 
Largs and Fairlie, Leven, Musselburgh, Oban 
and Fort William, Perth, St. Andrews, Stone- 
haven, Stranraer, Troon. Ireland — Bangor 
and Donaghadee, Belfast, Coleraine, Cork 
and Queenstown, Killarney, Larne, Limerick, 
Londonderry Newry, Warrenpoint, and 
Rostrevor, Portrush and The Giant's Cause- 
way. France — Boulogne-sur-Mer, Cannes, 
Evian-les-Bains, Grasse and Thorenc, Gerard- 
mer, Hyeres, Menton, Monte Carlo, St. 
Raphael, Vichy. Italy — Bordighera, Flor- 
ence, Naples, Palermo and Sicily, Rome, 
the Italian Lakes, and Nice. 

By A. J. C. HARE. (George Allen, 
London) — "Walks in London," 12s.; "Walks 
in Rome," 10s.; "Wanderings in Spain," 
7s. 6d.; "Cities of Southern Italy and Sicily," 
10s. 6d.; "Cities of Northern Italy," 12s. 6d.; 
"Cities of Central Italy," 12s. 6d.; "Sketch- 
es in Holland and Scandinavia," 3s. 6d.; 
"Studies in Russia," 10s. 6d.; "Florence," 
3s.; "Venice," 3s.; "The Rivieras," 3s.; 
"Paris," 6s.; "Days near Paris," 10s. 6d.; 
"North-Eastern France," 10s. 6d.; "South- 
Eastern France," 10s. 6d.; " South- Western 
France," 10s. 6d.; "North-Western France," 
10s. 6d.; "Sussex," 6s.; " Shropshire," 7s. 6d. 

GRANT ALLEN'S HISTORICAL 

GUIDES (E. Grant Richards) — "Paris," 
"Florence," "Cities of Belgium," "Cities 
of Northern Itlay," "Rome," "The Umbrian 
Towns," 3s. 6d. each. 

BELL'S CONTINENTAL CHURCHES 
(George Bell and Sons): — "Mont St. 
Michel," "Amiens," "Chartres," "Rouen," 
"Notre Dame de Paris," "Bayeux." 

MISCELLANEOUS (United Kingdom) 
"Seaside Watering Places" (Upcott Gill), 

2s. 6d.; "Dartmoor Illustrated" (J. G. 

Commin). 

MISCELLANEOUS (Abroad) 
" Bradshaw's Through Routes, "5s.;, " Brad- 
shaw's Continental Guide," 3s. 6d.: "The 
Continental A B C," 6d.; "Mediterr 
Winter Resorts" (by E. A. Reynolds-Ball; ; 



494 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



"The Mineral Waters and Health Resorts of 
Europe" (Hermann and F. Parkes Weber), 
Smith, Elder, and Company, 15 Waterloo 
Place, London, S.W.; "Practical Hints for 
Travellers in the Near East," by E. A. Rey- 
nolds-Ball; "Madeira and Canary Islands," 
by A. Samler Brown (Sampson Low, Marston), 
2s. 6d.; "Madeira," by E. M. Taylor, 7s. 6d.; 
"Two Summers in Guyenne," by E. H. 
Barker (Bentley); "A Ride in Morocco," by 
Frances MacNab (Arnold); "Sicily, the 
New Winter Resort," by Douglas Sladen 
(Methuen); "In Sicily," by Douglas Sladen 
(Sands); "The Cathedrals of Southern 
France," by F. Miltoun (T. Werner Laurie); 
"Highways and Byways in Normandy," by 
Percy Dearmer (Macmillan); "Denmark," 
by M. Thomas (Treherne); "Travel Pic- 
tures," by Israfel (Simpkin, Marshall, and 
Co.); "Through Finland in Carts," by Mrs. 
Alec Tweedie (Black); "East of Paris," by 
M. Betham-Edwards (Hurst and Blackett); 
"The Riviera," by Dr. H. Macmillan (Virtue 
and Company), 10s. 6d.; "Climates of the 
South of France," by Dr. Theodore Williams 
(Longman); Stark's "Guide to the West 
Indies"; "History of the West Indies" 
(Fisher); "Rhode's Steamship Guide" (Phil- 



ip and Son, 32 Fleet Street, E.C.); "From 
Cloud to Sunshine" (Algiers), by Dr. A. S. 
Gubb (published by Bailliere Tindal, Henri- 
etta Street, Strand, W.C.); "Continental 
Road Travel in Southern and Western 
Europe," by W. J. A. Stamer (Chapman and 
Hall); "My Tour in Palestine and Syria," 
by F. H. Deverell (Eyre and Spottswoode). 

South America. — "A Year in Brazil" 
(H. Dent), "Handbook of Rio" (News 
Office, Rio), "Guide to the River Plate" 
(Levey), "Argentina" (T. A. Turner), 
"Patagonia" (Hesketh Prichard), "Para- 
guay" (G. Lennox), "Peru" (C. R. Mark- 
ham), "Chili" (Morant), "South America" 
(Stanford, 15s). 

Mexico. — "Mexico To-day" (Brockle- 
hurst), "Picturesque Mexico" (Wright), 
"Guide to Mexico" (Appleton), "Mexico as 
I Saw It" (Mrs Alec Tweedie). 

Madagascar. — " Les Voies a Madagascar" 
(Roux) . 

South Africa. — "South Africa" (A. Sam- 
ler Brown). 

West Africa. — " Guide" (Annaman)," West 
African Year Book," 1902, "Fifty Years in 
West Africa" (Barrow). 




COMPARISON OF THE CHINESE EMPIRE WITH THE EASTERN 
PORTION OF THE UNITED STATES 



SELECTED MOTOR AND CYCLE TOURS 



EASY CYCLING TOURS.— There is 
one splendid road through the lakes, 
from Keswick to Windermere. You 
should leave the train at Penrith and 
cycle thence to Keswick (eighteen 
miles), spending the night at the Kes- 
wick Hotel. Next day via Thirlspot to 
Windermere (Bigg's Windermere Hotel). 
Train to Coventry, cycling thence 
through Kenilworth (Abbey Hotel) to 
Warwick (Warwick Arms). Next day 
to Stratford-on-Avon (Red Horse). 
Train to Exeter (New London Hotel) ; 
thence cycle via Crediton to Okehamp- 
ton (White Hart) ; Launceston, Camel- 
ford (King's Arms), Wadebridge (Moles- 
worth Arms), St. Colomb, for Newquay, 
where have a day off. Stop at the 
Headland Hotel. Train to St. Colomb- 
road and cycle to Truro (Red Lion), 
Redruth, Camborne, Hayle, Penzance 
(Queen's Hotel) ; thence back via Hel- 
ston, Falmouth (Green Bank Hotel). 
Cross to St. Mawes and travel via Tre- 
gony, St. Austell (White Hart), and 
Fowey (Fowey Hotel). To Plymouth 
the roads are poor if you keep near the 
coast, which is pretty. So you can have 
your choice of the route via Pelynt and 
Looe, or via Lostwithiel and Liskeard. 
By the latter route you may take a 
train at any time, as the railway is to 
a great extent along the road. At PI" 
mouth (the Duke of Cornwall Hotel) 
your route is via Plympton Farle, Ivy- 
bridge (London Hotel), Totnes (Seven 
Stars) — for Torquay if you like — New- 
ton Abbot (Globe), whence train to 
your next district, which should begin 
with Frome, or, better, Heytesbury 
(Angel). Cycle via Maddington, past 
Stonehenge to Amesbury (George Ho- 
tel) ; thence to Salisbury (New County 
Hotel), Fordingbridge, Ringwood (White 
Hart), across the forest to Cadman for 
Lyndhurst (Crown Hotel), where you 
might have a day or two off for other 
parts of the forest. Train from Lynd- 
hurst-road station for Southampton and 
London, and thence to Beccles (King's 
"Head). Cycle to Lowestoft (Royal), 
and thence through Yarmouth, Acle, and 
South Walsham to Norwich (Maid's 
Head). Cromer and Sheringham could 
be visited from there, but the best plan 
is to train at once to York (Harker's 
Hotel). Cycle to Harrogate (White 
Hart), Rip on (Unicorn Hotel). Train 
to Durham (Three Tuns). Cycle to Cor- 
bridge and Roxbam (Royal Hotel), and 
across to Carlisle (County Hotel). 

MOTOR TOUR IN GREAT BRITAIN. 
— Starting from Edinburgh, the follow- 



ing route is good: Through West Lin- 
ton, Biggar, Abington, Muirkirk, to Ayr 
(Station Hotel) ; through Dalmellington, 
New Galloway, Castle Douglas, Dum- 
fries (Station Hotel), and Annan to 
Carlisle (County Hotel) ; through Pen- 
rith, Appleby (King's Head), Brough, to 
Barnard Castle (King's Head) ; through 
Scotch Corner, Leeming, Ripon, to Har- 
rogate (Hotel Majestic) ; through Pan- 
nal, Harewood, Collingham, Aberford, 
Sherburgh, Brotherton, to Doncaster 
(Angel Hotel) ; through Tickhill, Work- 
sop (Lion Hotel), Ollerton, Edwinstowe 
(Dukeries Hotel), to Mansfield (Swan 
Hotel) ; through Southwell, Newark, 
Grantham (George Hotel), Melton Mow- 
bray, to Leicester (Bell Hotel) ; through 
Nuneaton, Coventry, and Kenilworth, to 
Leamington (Manor House Hotel) ; 
through Banbury, to Oxford (Randolph 
Hotel) ; through Faringdon, Swindon, 
Wroughton, Beckhamptbn, Chippenham, 
Bath (York House Hotel) ; through 
Wells, Glastonbury, Bridgwater, Taun- 
ton (Castle Hotel), to Exeter (New Lon- 
don Hotel) ; through Lyme Regis, Brid- 
port, Dorchester (King's Arms), Ware- 
ham, to Bournemouth (Royal Bath Ho- 
tel) ; through Christchurch, Lyndhurst 
(Crown Hotel), and Romsey, to Win- 
chester (George Hotel) ; through Alton, 
Farnham, Guildford (White Hart Ho- 
tel), Dorking, Reigate, Sevenoaks 
(Crown Hotel), to Tnnbridge Wells 
(Mount Ephraim Hotel) ; through Rye 
and Romsey, to Folkestone (Hotel Me- 
tropole) or Dover (Burlington Hotel). 
The best centers from wbich excursions 
can be made are Carlisle (for a round 
comprising Wigton, Silloth (Queen's Ho 
tel), Maryport, Cockermouth, Keswick. 
(Keswick Hotel), Penrith, Alston, and 
Brampton) ; Harrogate (for Bolton Ab- 
bey, Ilkley, Otley, Harewood, Wetherby. 
York (Station Hotel), and back by 
Knaresborough) : Edwinstowe, for the 
Dukeries and Sherwood Forest ; Leam- 
ington, for Stratford-on-Avon ; and 
Bournemouth. The above route avoids, 
as much as possible, the large towns. 

MOTOR TOUR IN IRELAND. — Start- 
ing from Dublin (Shclbounie Hotel), a 
good route is that through Dundrum 
Stepaside, Enniskerry. Newton, Mt. Ken- 
nedy, Laragh, for Glendalough (Royal 
Hotel), back to Laragh. and on through 
Rathdrum, Wooden Bridge, Arklow, Go- 
rey, and Wexford (White's Hotel) ; by 
the coast road (not so interesting) the 
distance is iust over ninety miles. The 
other is very little longer. On the sec- 
ond day, pass through New Ross. Water- 



*These tours were received too late to be included under Tours. 

495 



496 



SCIENTIFIC AMERLCAN HANDBOOK OF TRAVEL 



ford (Adelphi Hotel), Kilkenny, and 
Cashel to Clonmel (H earn' 8 Hotel) ; 
third day, through Clogheen, Lismore. 
Youghal, and Middleton, to Cork (Im- 
perial Hotel) ; fourth day, through Drip- 
sey, Macroom, Inchigeelagh, Glengariffe 
(Eccles's Hotel), Kenmare, and Muck- 
ross, to Killarney (Royal Victoria Ho- 
tel) ; fifth day, through Killorglin, Glen- 
beigh, Cahirciveen, Waterville (South- 
ern Hotel), Tarknasilla, Kenmare, Kil- 
garvan, and Loo Bridge, to Killarney ; 
sixth day, through Abbeyfeale, New- 
castle, Adare, Limerick (Glentworth Ho- 
tel), Lansdowne Bridge, Cratloe, Kil- 
inorey. Tulla, Crusheen, and Gort, to 
Galway (Railway Hotel) ; seventh day, 
through Athenry. Ballinasloe, Cloghan, 
Tullamore, Portarlington, Kildare, New- 
bridge, and Naas, to Dublin ; eighth day, 
through Mullingar (Greville Arms) 
Athlone, Tuam, Ballinrobe, to Westport 
(Railway Hotel) ; ninth day, through 
Castlebar, Ballina, Dromore, Sligo (Vic- 
toria Hotel), Bundoran, Pettigoe, to 
Strabane (Abercom Arms) ; tenth day, 
through Londonderry, Ballykelly, Lima 
vady, Coleraine, Ballycastle, Cushendun, 
Cushendall, Glenarm, Larne, and Car- 
rickfergus, to Belfast (Station Hotel) ; 
eleventh dav. through Combe, Down- 
patrick, Newcastle, Kilkeel, Rostrevor, 
Warrenpoint (Great Northern, Hotel), 
Dundalk, and Drogheda, to Dublin. In 
many centers like Westport, Strabane, 
Coleraine, Limerick, Warrenpoint. and 
Killarney, one may spend a day or so in 
excursions in the district. 

A WALKING TOUR IN THE ENG- 
LISH LAKE DISTRICT. — As a center 
Keswick, Grasmere, or Ambleside is suit- 
able. One cannot do better than enter 
at Windermere and finish at TJllswater. 
The following route is a good one ; Win- 
dermere, Ambleside, Rydal, Grasmere, 
Dungeon Ghvll. Wastdale Head. Enner- 
dale (Angler's Inn), Scale Hill. Butter- 
mere, Honister Pass, to Keswick, from 
which several excursions can be made. 
Thence to Patterdale. Pooley Bridge, 
and Penrith. A good guide-book is Bad- 
deley's "English Lakes" (5s.), published 
by Dulau & Co., 37 Soho Square, W. 

CYCLING TOUR IN THE NEW 
FOREST. — Make your headquarters at 
Lyndhurst (Croivn Hotel). First day, 
visit Bournemouth by the Christchurch 
route, and leturn to Christchurch 
(King's Arms) for the night. Second 
day, through Milton, Lymington and 
Brockenhurst, back to Lyndhurst. Third 
day, via Cadnam and Brickworth House 
to Salisbury (White Hart Hotfl) : and 
back on the fourth day through Ford- 
ingbridge. Fifth day, through Tatton, 
Southampton, and Otterbourne. to Win- 
chester (George Hotel), and back, the 
sixth day, via Ampfield and Cadnam. 

CYCLING IN THE WYE VALLEY.— 
The most interesting center is Mon- 
mouth (Beaufort Arms or Hardwick 
Boarding-house). The principal runs 



thence and back are : Staunton, Mich- 
eldean, Littledean, Coleford (twenty- 
seven miles) ; Staunton, Christchurch, 
Symond's Yat, ferry across the- Wye, 
Whitechurch, and back (seventeen 
miles) ; to Abergavenny, through Rock- 
field and Llansilio, and back by Llanarth 
(thirty miles) ; via Newland, Coleford, 
Cinderford, to Newnham, and back by 
Blakeney (thirty-five miles) ; train to 
Bigsweir, cycle by Tidenham Castle, to 
Chepstow, and return by Tintern Abbey 
(thirty-two miles). 

CYCLING IN THE ARDENNES.— 
Start from Namur (Hotel Harscamp), 
for cinder-tracks are by no means uni- 
versal in Belgium, and it is not worth 
the risk to take paved roads on the 
chance of a side track being found be- 
fore reaching Namur. Then run on 
from Namur to Dinant (Hotel Kiir- 
saal) ; to Rochefort (Hotel Biron) for 
the grottoes of Han ; to Neufschateau, 
Arlon, and Luxembourg (Hotel de I'Eu- 
rope) ; to Diekirch (Hotel des Arden- 
nes) ; to Vianden (Hotel Ensch) ; and 
via Bastogne and Houfalize (Hotel Lux- 
embourg), to Trois Ponts and Spa (Ho- 
tel de Flandre, or. cheaper, Laeken). 
One might add in Remouchamps (Hotel 
de la Grotte), and La Roche (Hotel du 
Luxembourg) in the latter part of the 
run; and then back to Namur via Liege 
and Huy, along the river — very pretty. 
Route over Dover to Ostend and Namur 
most direct. 

CYCLING IN THE BLACK FOREST. 
— The roads are good on the whole, 
though in some places the gradients 
are steep. As a center, Triberg is ex- 
cellent, as it is practically in the heart 
of the Forest, and there are excellent 
roads in three directions — north, to 
Hornberg, Wolfach, and on to Freuden- 
stadt ; southeast, to Villingen ; and 
south, to Furtwangen. I suggest that 
you go straight through by train, via 
Offenberg, to Triberg (Black Forest Ho- 
tel), and devote the first part of your 
time to the district north, including the 
route through Hornberg (Bear Hotel), 
Wolfach (Hotel Salmen), Alpirsbach 
(Hotel Lowe), Schiltach (Ochs Hotel), 
Schramberg (Hotel Post), Thennen- 
bronn (Hotel Krone), and back to Tri- 
berg. Then take the same road as far 
as St. Georgen (Hotel Hirsch), and con- 
tinue through Peterzell and Schoren to 
Villingen (Hotel Blume), and thence 
through Marbach (Hotel Post) and 
Klengen to Donaueschingen (Hotel 
Schiitze). Keep south, through Hufin- 
gen, and thence southeast to Loffingen 
and Neustadt (Hotel Adler), after which 
your route leads past Titisee (Hotel 
Bar), Hollsteig, Himmelreich, and Zar- 
ten, to Freiburg (Hotel Victoria). 

SKETCHING TOUR IN HOLLAND — 
"First we were at the Hotel de Com- 
merce, Middelburg. We had capital 
rooms, and paid 2fl. 75 for bed and 
breakfast (a very substantial meal) and 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



497 



dinner. The landlord speaks good Eng- 
lish. The costume is worn universally 
by the country folk here. Next we 
stayed at the Hotel Roland- Veere, the 
journey by steamer from Middelburg 
costing a few pence. We had capital 
rooms, breakfast, lunch, afternoon tea, 
and dinner at a cost of 5s. a day. The 
landlady speaks good English. Paint- 
able subjects include a small haven 
with fishing smacks and the local cos- 
tumes. The place is quiet and charm- 
ing. The schoolmaster and the grocer 
at 'De Hoop bakery' also take lodgers 
at much the same price, I believe. We 
then went to Laren, in North Holland, 
near Hilversum, and stayed at the Pen- 
sion Kam, and were most comfortable at 
2fl. 50 a day, everything included, ex- 
cept bedroom lamps. Mrs. Kam is Eng- 
lish. Here there are good interiors and 
the sand dunes to paint. Then we visi- 
ted Volendam, and stayed at Spaander's 
Hotel for 3fl. a day (by the week). 
Everyone here speaks English. This is 
full of most quaint subjects, and all the 
fisherfolk wear the costume. There 
is a regular and quite moderate 
tariff for models at Laren and 
Volendam. I was also given the fol- 
lowing addresses of places frequented bv 
artists : Vrouw Noorlander Rijsoord, 
near Dordrecht ; train to Dort, cross by 
ferry, Sweindrecht tram to Rijsoord? 
terms, 12fl. a week, and very comfor- 
table. Hotel Pennock, Dordrecht : Hotel 
Het Haasje, Damrak, Amsterdam ; Hotel 
Fleur cl'Or, Rue des Moins, Antwerp, 
near the cathedral. I may add that 
during our sojourn in Holland we found 
nobody grasping, except, perhaps, the 
children at Volendam." (From a Queen 
reader.) 

A MOTOR TOUR ON THE CONTI- 
NENT. — A suitable route for July, 
commencing with Paris (Grand Hotel), 
is as follows : Through Evreux to Trou- 
ville (Hotel des Roches Noires) ; 
through Caen and Avranches to Dinard 
(Royal Hotel) ; through Rennes to Nan- 
tes (Hotel des Voyageurs) ; through An- 
gers to Tours (Hotel Univers) ; through 
Chateauroux to Le Chatre (Hotel De- 
cosses) ; through Gueret and Aubussou 
to Clermont Ferrand (Hotel de VEu- 
rope) ; through Thiers and Roanne to 
Lyons (Hotel Univers) ; through S. An- 
dre le Gaz and Chambery to Aix-les- 
Bains (Hotel de V Europe) ; through An- 
necy and Geneva to Lausanne (Hotel 
Ricl<e Mont) ; through Bern to Lucerne 
(Hotel National) ; through Zurich and 
Winterthur to Neuhausen (Hotel 
Schweizerhof) ; through Donaueschin 
gen and Villingen to Triberg (Black For- 
est Hotel) ; through Haslach and Of- 
fenburg to Strassburg (Hotel Ville de 
Paris) ; through Finslingen and Cha- 
teausalins to Metz (Hotel de Metz) : 
through Luxembourg to Spa (Hotel 
d'York) : through Liege to Brussels (Ho- 
tel de V Europe). From here return to 
England via Ostend (Palace Hotel), and 
steamer thence, or via Dover. 



A TEN DAYS' TRIP WITH B1CY 
CLES IN NORMANDY.— Land at Ha- 
vre (Normandie), boat to Trouville, and 
ride to Caen (Hotel Moderne), via the 
coast road, passing Dives ; thence 'to 
Bayeux (Luxembourg); to St. Lo < Uni- 
vers) ; to Coutances (France) ; to Av- 
ranches (Hotel Bonneau) ; to Mt. St. 
Michel (Hotel Poulard Aine) ; to Mor- 
tain (Poste) ; to Vire (Hotel St. Pierre) . 
to Falaise (Hotel de Normandie). 
stopping the night at Conde-sur-Noi- 
reau ; to Lisieux (Normandie), stopping 
the night at St. Pierre-sur-Dives, the 
full distance being forty-three miles ; 
lastly, via Pont FEveque, to Honfleur : 
thence boat to Havre. For this tour 
purchase the C. T. C.s "France," sec- 
ond volume (N. W., W., and S. W.) of 
the Continental Road Book series, con- 
taining the necessary map. Every hill, 
turning, and cobble which it is neces- 
sary to know of, together with the mile- 
age from place to place, is noted in the 
book. Write for it to Mr. E. R. Ship- 
ton, 47 Victoria street, S. W. (5s. to 
members) . You can send your luggage 




Bridge on Gothard Railway 

on by grande Vitesse addressed en con- 
signe (fetching it at the station or send- 
ing someone for it from the hotel) ; by 
colls postal if it is light (otherwise this 
means is expensive), by both means pay- • 
ing only for the carriage on receipt : or 
you can take a third class ticket, and 
simply send it by train as though you 
were traveling with it. It will remain 
at the baggage office of the station it is 
destined for until the bulletin des bag- 
ages is presented. A small fee has to 
be paid for every day it is kept there 
until it is claimed. In France 30 kilos 
(661bs.) of luggage is allowed on tin- 
railway ticket. For cycling centers, 
Dives and Falaise (at the former the 
Hotel Quillaume le Conqucrant) or Caen 
and Mortain ; or Caen and Avranches : 
the last ramed being more accessible for 
Mt. St. Michel, which, though archi- 
tecturally interesting, is situated in the 
neighborhood of uninteresting country. 
But Avranches and -Mortain arc pretty: 
Falaise is in charming country, but hil- 
ly. From Caen and Dives make excur- 



498 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



sions both inland and on the coast. If 
the tour is too long for a ten days' 
holiday, or if the weather is unfavor- 
able, cut it off at St. L6, riding thence 
down to Vire and then to Falaise, leav- 
ing Coutances, Avranches, and Mt. St. 
Michel for another time. 

CYCLING AND MOTORING IN THE 
P Y R E N E E S. — The high roads in 
spring, summer, and early autumn are 
smooth, rutless, and rather dusty. What 
would seem insurmountable difficulties 
when looked at on an ordnance map 
vanish into space when attacked in 
reality. Most of the roads run, nat- 




Curling in Switzerland 

urally, through valleys ; still, it is often 
necessary to cross a mountain pass more 
or less elevated in order to get out of 
one valley into the next. The roads, 
however, are made in such long zig- 
zags that the slope loses its steepness, 
and you make astounding ascents and 
descents almost without being aware of 
the fact. From November till May they 
are impracticable for automofcilist s, be- 
cause of the stoning and other repara- 
tive operations going on, not to mention 
the fact that some of them are com- 
pletely snowed up in winter. 

CYCLING ALONG THE RHINE.— 
The order, ascending : Emmerich, Roy- 
al; Duisburg, Europaischer Hof: Diis- 
seldorf, and Cologne (see descending) : 



Godesberg or Bonn, Hotel Kley (Bonn) ; 
Remagen, Rhein Hotel; Andernach. 
Hackenbruch ; Coblenz, Zum Riesen; St. 
Goar, Rheinfels; Bingen, Bellevue; 
Mainz, Rheinischer Hof, and Heidelberg, 
Schloss Hotel. Descending : Mannheim, 
Pfalzer Hof ; Darmstadt. Darmstadter 
Hof; Frankfurt, Hotel Russie; Wies- 
baden, Hotel Pension Quisisana (for a 
longer stay) ; Ems (or Ehrenbreitstein), 
Rath, at Ehrenbreitstein ; Neuwied, Zum 
Goldenen Anker; Linz, Europaischer 
Hof; Cologne, Hotel du Nord; Diissel- 
dorf, Hotel Royal. The hotels are, with 
the one exception of Wiesbaden, chosen 
for short stays, say a night. That at 
Wiesbaden (which forms a good midway 
rest) is a family hotel. Most of the 
houses are selected for the view of the 
Rhine, but some for comfort only. 

TOURS IN THE UNITED KINGDOM. 

EASTERN COUNTIES' CATHEDRAL 
TOUR. — London to Durham by G. N. 
Ry. and N. E. Ry. (Three Tuns) ; third 
day,- York (Station Hotel), a very great 
contrast to the quaint Durham hostel- 
ry, but contrasts are the more interest- 
ing when both are good. Thence early 
on the fourth day, via Market Weighton 
to Beverley, a most interesting Cathe- 
dral or Minster town (Beverley Arms). 
Next morning (5th day) via Hull to 
Lincoln (White Hart). Sixth day to 
Peterborough (Great Northern Hotel) 
and Ely (Lamb) ; seventh day to Cam- 
bridge (University Arms) ; and eighth 
day to Norwich (Maid's Head). 

A TOUR IN CORNWALL.— May is a 
good month for the tour. Travel by 
the Great Western Railway from London 
to Penzance (Queen's Hotel), which 
should be headquarters for about ten 
days, during which a two-day excursion 
should be made to Helston and the Liz- 
ard. Return through Redruth to New- 
quay (Headland Hotel), whence by 
coach to Wadebridge for Padstow 
(South Western Hotel) ; train via Wade- 
bridge to Camelford, whence drive to 
Tintagel (King Arthur's Castle Hotel). 
and on to Bude (Falcon Hotel). If the 
tour is continued to North Devon, which 
is advisable, the route is by coach to 
Olovelly (Red Lion Hotel), and on to 
Bideford (Royal Hotel) ; train via Barn- 
staple to Lvnton (Valley of Rocks Ho- 
tel), and drive along the coast to Mine- 
head (Hotel Metropole), whence by train 
back. If North Devon is not included, 
return from Bude by train via Okehamp- 
ton to Exeter (New London Hotel), and 
by the main line to London. 

IRISH TOUR. — For cycling Antrim 
and environing counties may be recom- 
mended. Say : — Dublin to Drogheda 
and Dundalk (Imperial) ; to Carlingford. 
Warrenpoint, and Rostrevor (Great 
Northern Hotel at Warrenpoint) ; 
thence to Kilkeel : then along the coast 
to Newcastle (Slieve Donard Hotel) ; to 
Downpatrick. Strangford, and Porta- 
ferry to Newtownards (Londonderry 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



499 



Arms) ; to Belfast, Carrickfergus to Red 
Bay and Cushendall (Glens of Antrim 
Hotel) ; to Cushendun and along coast, 
under Fair Head inland to Ballyeastle 
(Marine Hotel) ; so to Ballintoy and the 
Giant's Causeway to Port rush (Por- 
trush Hotel, comfortable, not expen- 
sive) ; then follow the road due south 
to Cole^raine and Limavady (Alexander 
Arms) ; Londonderry and Strabane 
(Abercom Arms) ; thence to Ballybofey 
(McGee's) and Donegal (Arran Arms) ; 
then work through Killybegs to Ardara 
(Nesbitt Arms) ; to (Plenties (O'Don- 
nell's) and Lettermacanvan ; then to 
Gweedore (Gioeedore Hotel) through the 
Rosses ; and on to Sheephaven and Car- 
rigart (Rosapenna Hotel) ; thence via 
Mulroy Bay to Rathmullen and across 
to Buncrana (Lough Swilly Hota ). 
Thence rail or road to Lifford and 
Omagh (White Hart) and train to Dub- 
lin. June is the best month for this 
tour, and then September. Information 
on touring can be obtained from Mr. F. 
W. Crossley, Irish Tourist Development, 
118 Grafton street, London. 

BAVARIAN CASTLES, SALZKAM- 
MERGTJT, AND TIROL. — To include 
Nuremberg, the route is via Heidelberg 
and Wiirzburg, Nuremberg (Hotel de 
Wiirttemberg) , Munich (Hotel Bay 
rischerhof) . To see the Bavarian castles, 
train thence to Fiissen, changing at 
Biessenhofen. The three castles of Ho- 
henschwangau, Neuschwanstein, and 
Linderhof can all be visited from Fiis- 
sen (Hotel Bay rischerhof) , and one can 
then drive through Reutte and Lermoos 
to Nassereit (Hotel Post, for the night), 
and next day through Telfts to Inns- 
bruck (Hotel Tirol). At least five days 
should be taken for the journey between 
Munich and Innsbruck. 

SUMMER IN THE BAVARIAN 
HIGHLANDS. — "We left the train de 
luxe at Wiirzburg, and went on to Mu- 
nich (Hotel Bellevue, comfortable, but 
in a very noisy situation). On our way 
to Innsbruck we stayed a day at Rosen- 
heim to visit the wonderful palace at 
Herrenchiemsee. The trip could be eas- 
ily done in a day from Munich by spe- 
cial return ticket, or en route to Gar- 
misch or Innsbruck. Train from Rosen- 
heim to Prien. change for Stock, thence 
by steamer. The Bayerischerhof at Ros- 
enheim is Cook's hotel, and a long way 
out of the town. We stayed at a little 
German inn, the Wendelstein, very 
cheap, but rather rough. We went on 
to Innsbruck next day. and arranged 
with the porter at the Hotel Tirol for a 
carriage and pair of horses to drive to 
Garmisch (fare 160kr. ). A clear under- 
standing should be made with the driver 
that he takes you to Linderhof, or he 
will demand an extra sum for doing 
so when you are half-way. We started 
at 7 a. m., arriving at Lermoos (Hotel 
Post) between 8 and 9 p. m. Next day 
we started at eight for Hohenschwan- 
gau : stayed at the Hotel Schwansee 



(very comfortable). The two palaces of 
Hohenschwangau and Neu-Schwanstein 
are only a few minutes' walk from the 
Hotel Schwansee and well worth visit- 
ing. We started at 8 a. m. back to 
Reutte, and lunched at the See Spitz 
Gasthof. From there onward was al- 
most the loveliest part of our drive, 
which was exceptionally beautiful 
throughout. Not finding a suitable ho- 
tel at Partenkirchen (the Stem being 
very expensive), we moved on to the 
Villa Bethell at Garmisch, very com- 
fortable, and the proprietor gave us 
every assistance in making the various 
excursions in that neighborhood. The 
Hotel Alpenhof there is good. Garmisch 
is warm, but has most exquisite scenery 
and lovely walks ; there is always shade 
by the river. It is quite the prettiest 
place I have ever seen. We returned 
direct to Munich by rail." (From a 
Queen reader.) 

BLACK FOREST.— Go through to 
Freiburg (Hotel Pension Beau Sejour) 
via Dover, Calais, Metz, and Strassburg, 
£5 Is. 2d. first single, £3 14s. 3d. sec- 
ond single. Thence by the Hollenthal 
Railway to (eighteen miles) Titisee 
(Hotel Titisee, from 6 marks), a pleas.- 
ant summer resort at an altitude of 
2,800 feet. (For summer.) 

A TEN DAYS' TOUR AMONG THE 
FRENCH CHATEAUX. — Apply to the 
Orleans railway company for their pro- 
gramme of circular tickets in Touraine. 
Tours : Hotel de I'Univers (best) : 
Grand Hotel du Commerce (rooms from 
3fr.). Blois : Hotel de France (best); 
du Chateau (cheaper). Amboise : Lion 
d'Or. Loches : Hotel de France. Nevers 
is also an interesting town to stay in, 
with beautiful surrounding scenery (Ho- 
tel de France). A good guide book is 
Joanne's "La Loire" (Hachette, 18 King 
William street). 

DOLOMITES.— Route from Finhaut 
(Grand Hotel) is via Lausanne, Berne, 
Ziirich, the Arlberg, and Innsbruck. 
Thence via Franzensfeste to Niederdorf, 
from which one should visit the Pragser 
Wildsee (Hotel Wildsee Pray), one of 
the most lovely spots in the Dolomites. 
It is at 4,850 feet, and the air is de- 
liciously pure and bracing. It is easy 
of access, being only about seven miles 
from Niederdorf by a good road. The 
hotel is in connection with the Adler, 
at Niederdorf. and the Starft Miinchen, 
at Meran. Another^ good center for a 
stay 's Cortina (Hotel Cristallo or Ho- 
tel Faloria). Continuing from Nieder- 
dorf bv train to Toblach, drive to Cor- 
tina, an ideal place for pood walkers. 
Thence bv carriage through Pieve dl Ca- 
dore (Hotel Progresso), Longarone, and 
Belluno. which, if possible, should be 
reached for a Saturday, as the town is 
alive with quaintly-costumed pea 
for market dav. Train from Rplluno to 
Feltre : drive to Tpzzo : train Roncegno 
(Grand Hotel), and on via Trent, to 



500 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Botzen (Hotel Victoria), where one 
should not fail to make the excursion 
to the Karersee (Karersee Hotel) be- 
fore going on to Innsbruck. The aver- 
age price per day at good hotels is 
about lOfr. for a stay of a week or 
more. 

TOUR IN TIROL. — Suggested Dolomi- 
tes tour: Innsbruck-Bozen (Hotel 
Kaiserkrone, where remain a day or two 
to allow of a visit to Meran). Go by 
carriage over the Mendel Pass (Hotel 
Penegal), to Fondo and Dimaro. Thence 
to Madonna di Campiglio. Stay at the 
Hotel Madonna ai Campiglio. Then via 
Pinzolo, Alle Sarche, Vezamo, to Trient. 
Next by railway to Roncegno (Palace 
Hotel), and to Tezze, to Feltre by car- 
riage, and to Belluno by rail. Here one 
enters the real Dolomites. By carriage 
via Perarolo and Pieve di Cadore to 
Ccrtina d'Ampezzo (Hotel Cristallo). 
Make a side trip then.e to the beauti- 
ful Misurina Lake, continuing the main 
route via Schluderbach to the rail at 
Toblach (Hotel Toolach) and Bruneck 
(Hotel Post). If weather be fine make 
the following trip : Leave Bruneck by 
carriage to Corvara ; stay there over 
night and take a conductor as a guide 
over the Grodner Toch to Wolkenstein, 
where spend the night. Next day walk 
over the Sella Joch to Campitello. 
Thence take a carriage to Vigo di Fassa, 
and over the Karerpass to the Karersee 
Hotel and the day after by carriage 
again to Bozen. 

THE LOIRE CASTLES. — A good 
route for the Loire Castles is Paris 
(Hotel Palais d'Orsay), Orleans (Hotel 
St. Aignan), Blois (Grand Hotel de 
Blois), whence you should visit Cham- 
hord (by carriage) before going on to 
Amboise (Hotel Lion d'Or), Tours (Ho- 
tel Univers) whence visit Chinon and 
Loches — each about thirty miles by 
rail — and Chenonceaux (Hotel du Bon 
Laboureur), twenty miles. You can 
then return to Paris by way of Or- 
leans, or go on to Bourges (Hotel Boule 
d'Or) and Nevers (Hotel de France), 
returning through Gien and Fontaine- 
bleau (Hotel de France et d'Angleterre), 
to Paris. The principal stopping places 
should be Blois and Tours, at each of 
which three or five days should be 
spent. One or two days at Orleans, Am- 
boise, Bourges, and Nevers. The other 
places are visited as one-day excursions 
from Tours or Blois. Altogether a fort- 
night is sufficient for the trip, but it 
can be done in eight days. 

FOUR DAYS' TOUR THROUGH 
"SAXON SWITZERLAND."— First day: 
Dresden to Schandau (train 1 to Potscha, 
walk through Uttewalder Grund to Bas- 
tei, carr'age through Polenzthal to 
Schandau). Second day: Schandau to 
Herrnskretschen (carriage to Liechen- 
stein, walk to Kuhstall, Winterberg, 
Prebischthor, walk or carriage to Herrn- 
skretschen). Third day: Herrnskret- 



schen to Bodenbach (walk through Ed- 
mundsklamm to Rainwiese and Ditters- 
bach, train to Tetschen and Bodenbach). 
Fourth day : Bodenbach to Konigstein 
(walk to Schneeberg, if possible to 
Thyssa, to Schweizermuhle and carriage 
to Konigstein). Train or steamer back 
to Dresden. 

TOUR IN SPAIN.— Route : Biarritz 
(Hotel Victoria), Burgos (Hotel del 
Norte y de Londres), El Escorial (Fon- 
da Nueva), Madrid (Hotel de Paris), 
Cordova (Hotel Orient), Seville (Hotel 
de Paris), Cadiz (Hotel de France), 
Tangier (Hotel Continental), Gibraltar, 
for Algegiras (Hotel Reina Cristina) . 
via Bobadilla to Malaga (Hotel Re- 
gin a) ; via Bobadilla to Granada (Ho- 
tel Washington Irving) ; via Bobadilla, 
Cordova, and Alcazar, to Valencia (Ho- 
tel Roma), Barcelona (Gran Hotel Co- 
lon). (Best hotels). 



Visitors to Venice will now have the pleas- 
ure of seeing the Campanile, which has been 
restored after the great collapse of eight 
years ago. The change, however, is not 
altogether a pleasant one, as the Doge's 
palace, the facade of St. Mark's, and the 
buildings bordering on the square were no 
longer dwarfed and their just proportions 
could be admitted. However, the salient 
point of the view of Venice from the sea was 
lost without it, so that on the whole it was 
the part of wisdom to restore it. The utmost 
care was taken to obtain bricks of the same 
size and color as those in the old structure, 
so that from the outside the Campanile to 
the Venetians seems identical with the one 
it replaces. On the inside, however, cement 
and iron work have been used to secure 
greater lightness and cohesion. If in course 
of time the Campanile should give way, it 
will not crumble in a heap as the old one did, 
but will fall in a solid mass and will inevi- 
tably smash whatever is in its way. The 
graceful Loggetta of Sansovino, which will still 
decorate the base of the Campanile, was se- 
verely injured but not ground to pieces when 
the tower fell, but the pieces have been put 
together with that patience and intelligence 
which seem to be the natural heritage of 
these gifted people. Only one of the bells of 
St. Mark escaped destruction. The other 
four were cast again at the expense of Pope 
Pius X, who was Patriarch of Venice when 
the Campanile fell. "When the bells were 
finished they were taken to the Campanile 
workyard in order to be tuned. As soon as 
the music of the chimes was heard, from lip 
to lip rang the cry "The bells of San Marco- 
rom! The bells of San Marcorom!", and in a 
few minutes the square was full of an eager 
and enthusiastic crowd. The bells will be 
ready to peal their welcome on St. Mark's day 
in 1911. The Campanile will be fully com- 
pleted by that time. 



Capri should be visited from Naples by 
boat. Get information from the hotel. The 
cost of a trip to the surrounding points from 
Naples, including 'the sojourn in the city 
should not exceed $15.00. 



INDEX 



Adriatic* , 15 

Albatross* 199 

Allan Line 228 

Allan Line, Montreal 229 

"America"* 118 

American Automobile Asso- 
ciation 399 

American Line 226 

American Line, Philadel- 
phia 229 

Amsterdam* 324 

Amsterdam* 341 

Anchor Line 226 

Andernach* 358 

Angular Measure 253 

Animals, Transportation of 92 
Animals in the Atlantic*. .199 

Antwerp* 282 

Apothecary 's Liquid Meas- 
ure 252 

Area of Principal Countries245 

Arrival 269 

Association, Automobile.. .399 

Atlantic Cable 259 

Atlantic Transport Line. . . 226 

Auction Pool 115 

Austria R. R 300 

Austro- American Line. . . .226 
Automobile Association. . .399 

Automobile Club 399 

Automobiling 397 

Auxiliary Engines 164 

Avoirdupois Weight 253 



Baedeker's Guides 489 

Baggage 88 

Baggage Excess 91 

Baggage in Bond 93 

Baggage Insurance 92 

Baggage Labels 93 

Baggage, Hand 95 

Bale* 311 

Baltimore* 240 

Barber* Ill 

Bargaining 36 

Barometer 184 

Baths Ill 

Bedding .112 

Belgium, R. R. in 300 

Bell Buoys* 167 

Bells 231 

Berlin* 487 

Bicycles 91, 430 

Bicycle Tours 495 

Bilge Pumps 165 

Black's Guides 492 

Boat Signals* 207 

Boats 153 

Boats, Launching of* 156 

Bond, Baggage in 93 

Boston Harbor* 239 

Boston Steamers 228 

Boston Steamship Offices.. 37 

Bottom of the Sea 175 

Boulogne* 282 

Bremen* 283 



Stars indicate illustrations 



Bridge 151 

Bridge of "Lusitania"*. . . 180 

Bridges 231 

Brussels* 300 

Bulkhead Doors, Closing*. 155 

Bull Board* 125 

Buoys* 194 

Cabin, Second 49 

Cable Address Registered . 68 

Cable and Wireless * 82 

Cable Information 78 

Cable Rates 67 

Cable Rates 79 

Cablegrams, Sending 79 

Cables 241 

Cables, Submarine 242 

Calais* 322 

Calendar 13 

Calendar, French Republic238 

Calendar, Perpetual 254 

Cameras 66 

Camping Kits* 434 

Canterbury Cathedral*.. . .335 

Capstans 165 

Casualties 230 

Change on Shipboard 102 

Channel Course 277 

Channel Route 275 

Chart* 181 

Chart Room* 177 

Charts 160 

Cherbourg* 281 

Chester Cathedral* 334 

Chichester, Cathedral*. . . .333 

Children's Tickets 299 

Chillon, Castle of* 348 

Chronometer 181 

Cigars 135 

Cipher Code 68 

Circle Sailing, Great 261 

Circular Notes 55 

Circular Tickets 297 

Cities, Population of 247 

Clock Dials*. 9 

Clothes Pressing 113 

Clothing 64 

Club, Automobile 399 

Coins, Foreign* 58, 59, 60 

Cologne* 311 

Columns 231 

Coming on Board.. 96 

Commerce of Principal 

Countries 245 

Compass 156 

Compass, The* 179 

Concerts 117 

Coniston* 339 

Consulates in New York.. . 39 

Continental Ports* 281 

Copenhagen* 325 

Cost of European Trip. ... 26 

'Couriers 16 

Credit, Letters of* 53 

Cubic Measure 252 

Culinary Department*. . . . 103 

501 



Cunard Line 226 

Cunard Line, Boston 228 

Currency, European 55 

Customs in France :421 

Custom House Regulations286 
Customs, United States. . .288 
Customs Duties, United 

States 287 

Cuxhaven* 284 

Cycles in Europe 430 

Cycle Tours 495 

Cyclones 207 

Dark Room 67 

Date Line* 11 

Dead Reckoning 178 

Death Abroad 264 

Death of Passengers 129 

Decimal System* 255 

Deck Games 115 

Deck Quoits.. 116 

Density of Population 243 

Department Store 112 

" Deutschland " * 24 

Dickens', London 467 

Diligencs 330 

Distance, Sea 248, 251 

Distance Signals 210 

Distress Signals 207 

Divine Service 114 

Dogs 92 

Domes 231 

Donaldson Line 229 

Dover* 322 

Dry Measure 252 



Eddystone Lighthouse*. . .274 

Educational Tours 36 

Egyptian Tours 363 

Elevators* 66 

Ely Cathedral* 332 

Engaging Passage 42 

Engine Power Compared*. 232 

Engine Rooms* 14S, 149 

Engine Telegraph* 151 

Engines and Boilers ...... 150 

England, Fees at Houses in 5 
English, Interesting Facts 

About the 262 

English R. R 318 

Equator, Crossing the*.. . . 175 

Equipment of Vessels 160 

European Trip, Cost of . . . 26 

Excess Baggage 91 

Express Cheques* 62 

Express Companies 37 

Express Rates 94 

FabreLine 226 

Fancy Work 113 

Fares, Railroad 295 

Fastnet Light* '-'6V) 

Fathom 2r>4 



502 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



Fees ...129 

Fees at Houses 5 

Field Glasses 66 

Field Ice 187 

Fire Detector* 160 

Fire Precautions 154 

Fishes of the Deep Sea*.. . 197 

Fishguard* 102, 269 

Flag Semaphoring* 213 

Flags* 203 

Floating Palaces 92 

Flowers 112 

Fog Signals 159 

France, Hotels in 371 

Frankfort* 311 

French Line 226 

French Railway Systems* 

306-310 

French Sovereigns 267 

French Tickets 301 

Fuel Supply* 168 

Funds, Carrying of 55 

Funds on Board 61 

Funnel Marks 240 

Furs 95 

Galley, The* 104 

Genoa* 285 

Geographical Measure 253 

"George Washington"*... .138 

German Sovereigns 268 

Germany, R. R. in 311 

Glasgow* 284 

Gloucester Cathedral* 333 

Golf Clubs 432 

Great Britain, Kings and 

Queens of 265 

Great Britain R. R 318 

"God Save the King"*.. . .121 
Grades in Army and Navy. 259 

Great Circle Sailing* 189 

Guide Book 15 

Guide Books 489 

Gulf Stream 176 

Gun Salutes 258 

Gymnasium 114, 167 



Hair Dressing and Mani- 
curing Ill 

Hamburg* 283 

Hamburg- American Line. . 227 

Hampton Court 457 

Hat Pool 115 

Havre* 281 

Health Resorts, Continen- 
tal 258 

Heidelberg* 357 

Hendschel's Telegraph. . .*313 

Hiring Automobiles 397 

Hoboken, How to go to. . . . 41 

Hoek Van Holland* 282 

Holland, Trips in. . . 341 

Holland- America Line .... 227 

Holland, Tour 496 

Holyhead 272 

Horizon, Distance of 195 

Hotel Coupons 28 

Hotels 366 

Hotels, London 444 

House of Lords 262 

Household Goods 95 

Hudson Tube Route* 293 

Hygiene of Ships 161 



Ice, Atlantic 186 

Ice, Transportation of 186 

Ice Movements 186 

Ice Signals 188 

Icebergs* 187 

Independent Tours 31 

Independent Traveling. .. . 28 

International Code*.. .... .205 

International Date Line*.. 11 

I nterpreters 16 

Irish R. R 318 

Italia Line 227 

Italian Circular Tours* 

350-352, 359 
Italian R. R 324 

Jewish Calendar 14 



"Kaiser Wilhelm II"*.. 35, 140 
Kaiserin Auguste Victoria* 42 

Kenilworth Castle* 338 

Kew 457 

Kilometers and Miles ..... 257 

Kilometers-Miles 404 

Kings and Queens of Eng- 
land 265 

Kinsale, Old Head of* 271 

Knighthood, Orders of . . . .263 

Knot 254 

Knots and Hitches. ..-..■■ -197 
"Kronprinzessen Cecilie"*. 29 

Lake Districts 338 

Land Measure 252 

Lanes for Atlantic Steamers 188 

Language 31 

Language Vocabulary 17 

Laundry* 368 

Laundry at Sea 113 

Laundry List 369 

La Veloce Line 227 

Lead.The 183 

Leipzig* 311 

Letters by Pilot Ill 

Letters of Credit* 53 

Letters, Sending 62 

Leyland Line 228 

Lichfield Cathedral * 338 

Life Belts 153 

Life Rafts* 165 

Life Saving Signals 207 

Lighthouses 160 

Lights, British* 195 

Lightship* 40 

Lincoln Cathedral* 333 

Linear Measure 252 

Liquid Measure 252 

Liverpool* 273 

Livret-Chaix. . . 304 

Lloyd Italiano Line 227 

Lloyd's, What is? 190 

Lloyd's Register 190 

Log, The 179 

Log, Electric* 184 

London* 435 

London, Population 247 

London, Short Trips from. 337 

London, Time from 319 

London to Glasgow 336 

London to Liverpool 331 

London-Paris 321-323 

London to Queenstown.. . .335 
Lookout* 1 



Lounge* 63 

"Lusitania"* 7 

Madrid* 326 

Marconi Chart* 87 

Marconi System 86 

Marine Telegraph 81 

Marriages 31 

"Marseillaise"* 123 

Meal Hours at Sea 102 

Medicines 8 

Menus . 105 

Merchant Marine* 218 

Mersey, The* 173 

Metric System* 254 

Mile, Nautical 254 

Money by Telegraph 79 

Morse Code* 216 

Morse Telegraph 158 

Motor Tours 495 

Murray's Guides 490 

Music .117 

Naples* 285 

Nautical Almanac 181 

Nautical Charts 183 

Nautical Instruments 156 

Nautical Terms* 194 

Navigation 178 

Navigazione Generale 

Italiana Line 227 

Needles* 279 

New England Names 365 

New York, Arrival at 291 

New York Harbor* 291 

Newfoundland Banks 175 

Newspaper, Daily 113 

Night Letters 81 

Night Signals 212 

North German Line, Balti- 
more 229 

North German Lloyd, N .Y.227 
North German Lloyd, Gal- 
veston 229 

Norway and Sweden R. R.325 
Nurse 129 

Observations 180 

Observations, How Taken*182 
Ocean and Navigation. . . . 175 

Ocean Climbing 191 

Ocean Rates 51 

Oceanographic Museum. . .316 

Office Buildings 231 

Oil at Sea 191 

Oil for Waves 156 

"Olympic"* 137 

Operator, Wireless 89 

Orient, Tours in 362 

Packages on Steamer 101 

Panama Route 244 

Pantry* 105 

Paris* 469 

Paris Newspapers 12 

Passengers, Departures of . 237 
Passengers, Number 

Landed in New York. . . 47 
Passengers from New York239 
Passengers of the Ship. . . . 171 

Passengers' Quarters 97 

Passports. . .' 25 



SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 



503 



Peerage 262 

PersonallyConductedTours 34 

Personnel of Ship. . . , 169 

Philadelphia* 240 

Photographs 259 

Pier Permits* 40 

Piers, Steamship 38 

Pillow Fight* 130 

Pilot Signals 158 

Planning the Trip 1 

Plans 92 

Plirnsoll Mark* 196 

Popes of Rome 268 

Population of Principal 

Countries 245 

Population of World 243 

Porters' Fees 300 

Portland Harbor* 238 

Ports, Table of 259 

Ports of Call. . 48 

Postal Rates in Great Brit- 
ain 260 

Postal Regulations, British466 

PostCards 258 

Precedence, Table of 262 

Prepaid Tickets* 44 

Presidents of the United 

States 267 

Promenade Deck* 131 

Plymouth* 275 

Plymouth Express* 275 

Plymouth Harbor* 277 

Queenstown* 269 

Quoits* 117 

Railroad Speed in England244 

Railroads of World 243 

Railway Offices 37 

Railway Tickets 295 

Rates, Ocean 51 

Reading, Preliminary 15 

Reading Matter 112 

Records, Steamship 230 

Red Star, Philadelphia 229 

Red Star Line 228 

Reichs Kursbach* 314 

Reply Coupons 261 

Restaurant Cars 301 

Repair Shop 165 

Reversing Engines.. 165 

Rhine Trips 356 

Ritz-Carleton Menu* 109 

Ritz-Carleton Restaurants* 27 

Rome* 285 

Rotterdam* 283 

Royal Family, Annuities of 264 

Rudder 150 

Rugs 66 

"Rule Britannia"* 122 

Rundreise Tickets 312 

Rundreise Tickets from 

Paris 355 

Russia, R. R. in 325 

Safety at Sea 148 

Sailing Vessels, Rigs of* . . 192 

St. Moritz'*'. '. '.'.'.'.'.'.'.'.'.'.'.'. 347 

San Francisco* 241 

Sargasso Sea 178 

Scandinavian American.. .228 
Scotland, Sovereigns of... .265 



Sea Legs, Getting One's. . . 128 

Sea Post Office* 133 

Sea Sickness 126 

Sea Trip, Benefit of 4 

Sea Water 175 

Season and Climate 1 

Seats at Table* 100 

Seattle* 240 

Second Cabin 49 

Section of Steamer* 140 

Semaphore, Fixed* 209 

Semaphore, Movable* 215 

Semaphores 209 

Sextant, The 180 

Shaft Alley* 152 

Ship, The 136 

Ship, Construction of the*. 138 
Ship Design, Principles of. 136 

Ships' Lights 161 

Shuffle Board* 116, 127 

Sight-Seeing, Cost of 28 

Signals, Engine Room 183 

Sleeping Cars 302 

Smoking Room 110 

Sound Signals. . . , 210 

Southampton* 279 

Spain, R. R. in 326 

Spain and Portugal 361 

Speed of Vessels 223 

Speed, R. R 316 

Spires 231 

Sports 430 

"Star Spangled Banner"* . 119 

Starboard and Port 196 

Starting Platform* 147 

Staterooms 97 

Steam Vessels, United 

States 225 

Steamboats, First 224 

Steamer Chairs* 101 

Steamer Trunks 66 

Steamers, The Chief Fast. .221 
Steamers, Large and Fast . 223 

Steamers, Largest. 225 

Steamers, New York 226 

Steamship Builders 174 

Steamship Co. Checks*. ... 61 

Steamship History 220 

Steamship Offices 37 

Steamship Owners* 217 

Steamship Piers 38 

Steamship Records 230 

Steerage "50 

Steering Engine* 154 

Steering Gear 165 

Stock Reports 113 

Stokehole* 146 

Storage Charges 94 

Storage of Baggage 92 

Submarine Bell* 159, 164 

Submarine Signals 210 

Supplies of Steamers*233-236 

Swiss Hotels 367 

Swiss Railways 326 



Telegraph Information. ... 78 

Telegraph Rates SO 

Temperature, Mean 6 

Tender, Queenstown* 271 

Terminal Ports 48 

Tern* 202 

Thermometer Scales 4 

Third Class Accommoda- 
tions 50 

Thompson Line 229 



Tickets* 43 

Tickets 295 

Time 8, 253, 257 

Time, Change of 102 

Time, Running 298 

Time Tables 303 

Tonnage 219 

Tours 331 

Tours, Educational 36 

Tours, Fifty 343 

Tours, Grand 32 

Tours, Independent 31 

Tours, Personally Con- 
ducted 34 

Towers 231 

Trans-Siberian 325 

Travelling Kits* 433 

Trinity House 196 

Triptiques* 403, 407 

Troy Weight 253 

Trunks, Steamer 66 

Tunnels 243, 261 

Turbine, Development of 

the* 144 

Turbine Engines 244 

Turning Engines 165 

Twenty-four Hour Time*. . 10 
Typewriter 114 

United Kingdom, Kings 

and Queens of 266 

United Wireless 88 

Valuables* 100 

Ventilation of Ships 161 

Vessels, Development of*. 145 

Vessels, Large 222 

Visiting Steamships 41 

Vocabulary 17 

Voyage 96 

"Wacht Am Rhein"* 125 

Walking Tour 496 

"Watch on the Rhine"*.. .125 

Water, Drinking 8 

Waterloo* 354 

Waves, Height of 191 

Weather Bureau* 208 

Weights and Measures. . . .252 

Wells Cathedral* 331-332 

Welsh Sovereigns and 

Princes 267 

Whales* 200 

Wheel* 153 

White Star- Dominion 229 

White Star Line 228 

White Star Line, Boston... 229 

"Wigwagging"* 166 

Winches 165 

Winchester Cathedral* 334 

Wireless 1 58 

Wireless Information* 86 

Wireless Stations* 85 

Wireless Telegraph* 83 

Wonders of the World, 

Seven 268 

Worcester Cathedial* 332 

Work of the Ship 167 

World. Around the 239 

World, Around the, Trips. 363 
Writing Materials 113 

York Minster*.. 333 



xJt 








_____ 




OMNIBUS AND TRAMWAY PLAN OF PARIS 

It has been found absolutely impossible lo insert all the Omnibus and Tramway routes without overcrowding the plan. A few routes omitted 
in the plan are mentioned in the Table below ; they are marked with an 

How to Use the Plan. Example : A person at the Gnre St.-Lazarc wishes to go to the Louvre. Take Line A. M. 
(from Montmartre to Sl.-Germain-des-Pres). This line starts from the spot marked A.M. and finishes at another spot 
marked also A.M. At close intervals along its route are small letters a. m. The plan indicates clearly that this omnibus 
passes by the garc St.-Lazare and the Louvre. 

N.-B. — Monuments, Theatres, Librariesand other places of bitcrcsl on (or near lo) Ike route of an omnibus or tramway arc indicated in the 
Tabic. (See " Omnibus " in section General Information). 



F. This line runs from Place Wa- 
gram to the Bastille, via Bd. 
de Courcelles. Gare St.-Lazare, 
Place de l'Opera. Bourse, Bank 
of France, Grand Central Mar- 
kets (Halles). 
H. From Batignolles (Av. de Cli- 
chy) to lite Odeon Theatre 
(Luxembourg Gardens), win 
Place Moncev, N'olre-Dame-de- 
Lorette Church, Bd. des Ita- 
liens, Rue Richelieu, (National 
Library), Theatre Francais, 
Louvre, St.-Peres Bridge over 
Hie Seine. Bd. St-Germain. 
Sl.-Germain-des-Pres Church, 
St.-Sulpice Church. 
A. L. From Gare des Batignolles to 
Gare Montparnasse, via Gare 
St.-Lazare, Madeleine. Place de 
la Concorde. Boulevard St.-Ger- 
main (near Bon Marche Stores). 
A. C. From Gare du Nord to Place 
oe l'Alma via rue Lafayette, 
rue Drouot, Bd. des Itaiiens, 
Opera Comique Theatre, Cre- 
dit Lvonnais. Maison de Blanc, 
Bd.desCapucines.Grand Opera, 
Bd. de la Madeleine, rue 
Royale, Place de la Concorde, 
Champs-Elysees. 
A. K. From Gare St.-Lazare to Gare 
de Lyon, via rue du Havre, 
(Prinlemps Shops), rue Auber 



TABLE OF OMNIBUS ROUTES 

(Grand Opera), the Grand 
Boulevards, Place de la Repu- 
blique, Bd. Voltaire, the Bas- 
tille. 
E. From the Madeleine to the 
Bastille via the Grand Bou- 
levards, pi. de la Repubhque. 
A. M. From Montmartre to St.-Ger- 
main-des-Pres, via PI. Clichy, 
(Belle Jardiniere Stores), Gare 
St.-Lazare, Opera, avenue de 
l'Opera, Theatre Francais, pi. 
du Carrousel (Louvre) across 
the river (Pont du Carrousel). 
A.F. Pantheon— Courcelles, viaPan- 
Iheon, Bd St.-Michel, Odeon 
Theatre. St.-Sulpice Church, 
Bd. St. -Germain (near Bon 
Marche stores). Chamber of 
Deputies, Place de la Concorde, 
Madeleine, S.-AugustinChurch, 
av. de Messine (Pare Monceau).' 

A. B. From Passv to the Bourse, via 
av. Henri Martin, place de 
l'Eloile (Arc de Triomphe), 
r. du Faubourg Saint-Honorc, 
Palais de 1'Elysce, British 
Embassy, La Madeleine, place 
del'Opera. ruedu4-Septenibre. 

D. From Les Ternes to Bd. des 
Filles du Calvaire, via place 
des Ternes, Sarnt-Philippe-du- 



Roule Church, La Madeleine. 
rueS'ainl-Honoie, Palais-Royal- 
Louvre, HallesCentrales (Cen- 
tral Markets), Bd. de Sebas- 
topol. 
X. From Vaugirard to the Gare 
St.-Lazare via Bd. du Mont- 
parnasse, rue de Sevres, rue 
du Bac (Bon Marche Stores), 
Bd. Saint-Germain, Tuileries 
Gardens, Ma rcheSaint-Ho no re, 
Bd. de la Madeleine, rue Tron- 
chet. 

From Trocadero to Gare de 
l'Est. via place dTena (Statue 
of Washington; Musee Guimct) 
rue Pierre-Charron, Champs- 
Elysees, Saint- Philippe-du- 
Roule Church, Saint-Augustin 
Church, Gare St.-Lazare. La 
Trinite Church, rue Lafayelte. 

From Rue de Sevres to Gare du 
Nord, via rue des Saints- 
Peres, Saint-Germain-des-Pres 
Church, rue du Louvre (near 
Louvre Grand Stores), place 
des Victoires, Bourse. 

Front Grenelle (Javel) to Gare 
St.-Lazare via Bd de Grenelle, 
Military School, Chamber of 
Deputies, place de la Concorde, 
La Madeleine. 



TABLE OF TRAMWAY ROUTES 



B. A. From Avteuil to the Madeleine 
uia the Trocadero, Arc de 
Triomphe, avenue Friedlanil, 
Bd. Haussmann, Sl.-Augustin 
Church, Gare St.-Lazare. 

B.C. From Cours de Vincennes to the 
Lolvrk via place de la Nation, 
the Bastille, the Hotel de Ville 
(Citv Hall i, the Chalelet (Sarah- 
Berhhardt Theatre) (Belle Jar- 
diniere Stores), Sainl-Germain- 
l'Auxerrois Church, Louvre. 

B. D. From Cours de Vincennes lo 
St.-Augustin Church via rue 
des Pvrenees, place Gambelta, 
Rond-Poinl delaVillette (Stock 
Yards), rue Lafavelte, rue de 
Chateaudun.LaTrinite Church, 
Gare St.-Lazare. 
B E. From Etoile (Arc de Triomphe) 
lo Montparnasse via avenue 
Marccau. Place del'Alma (Alma 
Bridge), avenue Bosquet. Ecole 
Mililaire (Military School), 
Saint-Francois-Xavier Church, 
St.-LouisKles-lnvalides Church 
(Tomb of Napoleon), Bd. des 
Invalides, rue deSevres (chan- 
ge here for Bon Marche stores) 
Bd. du Montparnasse. 



O. From Montparnasse (station) to 
the Bastille, via avenue de 
1'Observatoire (Observatory). 
Gobelins Manufactory, Gate 
d'Orleans (Austerlitz stalion), 
Jardin des Plantes. 

B. F. From Etoile (Arc de Triomphe) 
to La Villette, via avenue 
Wagram, place des Ternes, 
Bd. de Courcelles (Park Mon- 
ceau), Bd. des Batignolles, 
place Clichy (Place Clichy 
Stores; Belle Jardiniere Stores) 
place Pigalle, Bds. de Rochc- 
chouart, de la Chapelle. 

B. G. From La Madeleine to Coi'it- 
bevoie, via Bd. Maleslterbes, 
Saint-Augustin Church, Pare 
Monceau, place Maleslterbes, 
av. de Villiers, place Pereire. 

B H. From La Madeleine lo Leval- 
lois, via Bd. Maleslterbes, 
Saint-Augustin Church, Park 
Monceau. place Maleshcrbes, 
av. de Villiers, place Pereire. 

B. I. From La Madeleine to Neuilly, 
via Bd. Maleslterbes, Saint- 
Augustin Church, Pare Mon- 



de 



u, place 
Villiers. 



Maleslterbes, av. 
place Pereire. 



Q From Montrouge to Gare de 
l'Est, via av. d'Orleans, place 
Denfert-Rocltereau, the Obser- 
valory. Bd. St.-Michel (Luxem- 
bourg Gardens), Pantheon; 
Odeon Theatre.Cluny Museum. 
Palace of Justice, (Alight 
here for Noire Dame Cathe- 
dra l<)Chntelet,Sarah- Bernhardt 
Theatre, Bd. de Sevastopol, 
Bd. de Strasbourg. 

6 Front RueTaitbout to LaMuette 
via Bd. Haussmann (Galeries 
Lafayette Stores), Opera, Prin- 
tentps Stores, near gare Saint- 
Lazare, St.-Augustin Church, 
Arc de Triomphe, av. Henri- 
Martin and skirting the Bois 
de Boulogne. 

From Passy to Hotel de Ville- 
via Passy Station (Belt railway) 
Trocadero, place de l'Alma, 
place- de la Concorde, the 
Tuileries Gardens, place du 
Carrousel, Louvre, Chalelet. 
Alighl here for Notre Dame 
Cathedral. 





RAILWAY MAP AND KILO METRIC 
MAP OF THE ENVIRONS OF PARIS 



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LIBRARY OF CONGRESS 



020 666 689 4 



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